2024 Toyota Tacoma

2024 is the launch year of the fourth-generation (N400) Tacoma; the volume SR5/TRD trims run the 278 hp tune of the 2.4L turbo four, with the SR at 228 hp, the manual at 270 hp and the i-FORCE MAX hybrid topping the range at 326 hp. Against a truck band reaching 800 hp, a 278 hp four normalizes low.

The volume automatic 2.4L turbo makes 317 lb-ft — strong for a mid-size gas truck and well up on the outgoing 3.5L V6's 265 lb-ft, but low against a truck band that runs to 800 lb-ft.

Instrumented tests of the 2024 turbo-four Tacoma land in the high-6-second range for the TRD Off-Road Double Cab; the i-FORCE MAX hybrid is not meaningfully quicker in 4WD (7.3 s per Car and Driver). Mid-pack for mid-size trucks, unremarkable against a band anchored by electric pickups.

The 2.4L turbo delivers strong low-to-midrange torque and a real step up in thrust over the old V6, but reviewers consistently call its note coarse under load and note some off-boost lag from rest. The hybrid's transitions are perceptible and early reviews questioned whether it feels as strong as its 326 hp suggests.

The new 8-speed automatic is a clear improvement over the previous generation's hunt-prone 6-speed, keeping the turbo on boost with generally decisive shifts and only occasional low-speed hesitation. A 6-speed manual with automatic rev-matching (iMT) is offered for 2024 — a rare differentiator in the segment.

Maximum conventional towing is 6,500 lbs when properly equipped — on par with the mid-size class, but toward the lower middle of a truck band that runs to 14,000 lbs.

Best-case payload is 1,709 lbs on the TRD Off-Road; TRD Pro and Trailhunter lose capacity to added equipment weight. Low against a 3,400 lb band ceiling.

The 2024 Tacoma covers the core toolkit well — integrated trailer brake controller, tow/haul mode, Trailer Backup Guide with Straight Path Assist, 360-degree cameras and trailer-aware blind-spot monitoring — but lacks onboard trailer scales and a knob-style backup assist like Ford's.

4WD is available across nearly every trim with an electronically controlled two-speed transfer case and low range, an electronic locking rear diff on off-road trims, Multi-Terrain Select and Crawl Control, plus full-time 4WD with a locking center diff on the Limited hybrid. Base trims start RWD, keeping it just shy of the top.

One of the deepest off-road benches in the segment: TRD Off-Road with Bilstein remote-reservoir shocks, rear locker and front sway-bar disconnect; TRD Pro with FOX QS3 adjustable shocks, 11 in of clearance and 33.8°/25.7° approach/departure; and the Trailhunter with Old Man Emu shocks, 33-inch tires and extra lift.

Four distinct calibrations — 228 hp SR, 278 hp automatic, 270 hp manual and the 326 hp i-FORCE MAX hybrid — give real choice including an electrified option and a manual. All share one 2.4L turbo four, with no V6, diesel, PHEV or EV.

The volume SR5/TRD Off-Road 4WD automatic is EPA-rated 21 MPG combined, typical for a body-on-frame mid-size 4x4; 2WD versions reach 23 MPG and the 4WD manual drops to 20.

20 MPG city for the volume 4WD automatic; other 4WD automatic variants are rated 19 MPG city.

23 MPG highway for the volume 4WD automatic — the boxy body and 4WD hardware cap it in the low 20s, while 2WD trucks reach 26.

Derived from the 18.2-gallon tank and the 21 MPG combined rating; under 400 miles is short for a truck against a band that runs to 700.

EPA estimates $3,200 per year for the volume 4WD automatic at its standard 15,000-mile assumption on regular fuel; 2WD versions run $2,900–$3,050.

Every 2024 Tacoma configuration, including the i-FORCE MAX hybrid, is rated on regular gasoline with no premium requirement and no plug-in charging needs.

NHTSA never published an overall rating for the 2024 Tacoma because rollover was not yet tested, so per the item's latest-tested-year-of-this-generation rule the N400 Crew Cab's 4-star overall (first issued for MY2025, identical structure) is used. The 2024 Crew Cab's own results — 3-star frontal, 5-star side — match that 2025 vehicle exactly.

The 2024 Tacoma Crew Cab earned an IIHS Top Safety Pick on Good small-overlap (both sides) and Good updated side results, but a Marginal grade in the updated moderate overlap test (rear-passenger protection) keeps it off TSP+ and short of the all-Good tier.

Toyota Safety Sense 3.0 — AEB with pedestrian detection, full-speed adaptive cruise, lane departure with steering assist, Lane Tracing Assist and auto high beams — is standard on every 2024 Tacoma; only Blind Spot Monitor/RCTA is withheld from the base SR (optional via SR Upgrade Package).

IIHS rates the Tacoma's standard TSS 3.0 Pre-Collision System Good in the tougher vehicle-to-vehicle 2.0 test and Good for pedestrian detection — top-tier results for a mid-size pickup.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard from SR5 upward, covering the volume trims, but it is alert-only with no trailer-length coverage and is optional on the base SR.

Lane Departure Alert with Steering Assist and Lane Tracing Assist centering are standard on all trims, unusually generous for the segment, though Toyota's centering is competent rather than benchmark-smooth.

Full-Speed Range Dynamic Radar Cruise Control is standard on automatic Tacomas and pairs with Lane Tracing Assist for hands-on highway assist; manual-transmission trims get a non-stop-and-go version, and the system brakes conservatively.

No hands-free highway driving is offered on any 2024 Tacoma trim; the most capable assistance is hands-on Lane Tracing Assist with radar cruise.

Every trim gets LED projector headlights with high-beam assist rated Acceptable by IIHS — consistent across the range with no Marginal base lamps, but no trim reaches Good.

The fourth generation raised the seating position and improved forward sightlines over the old truck, but the tall hood and high beltline leave typical pickup blind zones; a Panoramic View Monitor is available only on upper trims.

IIHS rates the Crew Cab's LATCH Acceptable, with two full LATCH positions plus a tether-only center seat; the rear bench is upright and tight for rear-facing seats.

The four-door Double Cab that makes up most 2024 Tacoma sales seats five. The launch-year fourth-generation XtraCab drops the rear seat entirely for storage, but it is a low-volume SR/SR5/PreRunner configuration.

39.7 in is adequate for tall drivers and mid-pack for mid-size crew cabs, but low against a truck band that stretches to full-size crew-cab figures. The moonroof costs 1.7 in.

41.8 in is short for the class and quantifies the Tacoma's familiar low-hip-point, legs-out driving position; Ranger and Canyon give their drivers about two to three inches more.

38.4 in is adequate for adults but at the bottom of the truck band; legroom, not headroom, is the real rear-seat constraint.

The new generation added about an inch over the cramped 2016–2023 Double Cab, but 33.7 in still trails every mid-size crew-cab rival; adults fit for errands rather than road trips.

The volume Double Cab with the 5-ft bed has a 60.3 in floor, in line with Ranger and Canyon short boxes. A 6-ft bed is still offered, which Ranger and Canyon do not, but not on the off-road trims.

Toyota does not headline a cubic-foot figure; secondary spec aggregators put the 5-ft bed around 34–35 cu ft, consistent with a 60.3 in floor and Toyota's claim of 7% more volume than the third generation. Below the Ranger and Canyon short boxes.

Toyota says the 2024 gas Double Cab has three times the under-rear-seat storage of the old truck, behind a folding backrest. MOLLE panels on the console and doors, a hidden dash pocket and a 400W bed/console outlet (2,400W on i-FORCE MAX) add to that, but there is no in-bed trunk like the Ridgeline's.

The front buckets are better shaped than the old truck's, but the low seat mounting and short travel leave tall drivers knees-up on long drives, and the rear bench is upright and tight. The shock-absorbing IsoDynamic seats are a TRD Pro exclusive and don't apply to volume trims.

TNGA-F gives a more settled body than the 2016–2023 truck, but the volume SR5/TRD Sport/PreRunner trims keep a leaf-sprung rear and ride busy when unladen. Coil-sprung multi-link trims and the Limited's adaptive dampers ride better but aren't the volume trims.

Wind and road noise are reasonably controlled at highway speed. The coarse 2.4L turbo four under load is the limiting factor, and all-terrain tires on off-road trims add roar.

Dual-zone automatic climate and heated front seats and wheel are available from mid trims, and ventilated front seats on Limited and TRD Pro. The base SR is sparse, and there's no separate rear climate zone.

The launch-year fourth-generation Tacoma opens at $31,500 before destination for the SR XtraCab 4x2, competitive with the Ranger XL and Colorado WT entry points.

The SR5 Double Cab 4x4 is the Tacoma's volume configuration; at about $42,000 delivered it sits mid-pack for the segment, roughly $10,000 above the equivalent 2023 V6 truck.

Toyota's low scheduled-service pricing and two years of ToyotaCare keep running costs low, though the two major estimators disagree materially; the figure is the midpoint of the two.

KBB projects the 2024 Tacoma keeps about two-thirds of its price after five years, among the best in the mid-size class, though below the near-75% the previous generation was famous for.

Toyota's basic coverage is the industry-standard minimum, matched by Ford, GM and Nissan in the mid-size class.

Powertrain coverage on the scored gas truck is the class-standard five years, at the bottom of the normalization band.

ToyotaCare includes two years of no-cost scheduled maintenance and unlimited-mileage roadside assistance plus connected-service trials — real included service that Ford and Nissan don't match on their mid-size trucks, but shorter than the longest plans in the market.

$41,895 volume-trim price minus its estimated resale value after 5 years (66% retained, or about $27,651) leaves about $14,244 in depreciation. Add the projected $5,350 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,594 in total.

2024 is the first model year of the fourth-generation (N400) Tacoma. Consumer Reports' owner data now rates the 2024 as more reliable than the average vehicle from its model year, but as a redesign year it carries flagged trouble spots (infotainment screens, electric power steering racks, body hardware, an early transmission replacement), and CR's forward prediction for the 2025 built on this data is below average. Better than average, not top tier.

Toyota is the benchmark brand for dependability, routinely top-three in Consumer Reports' brand reliability rankings and in the upper group of J.D. Power's Vehicle Dependability Study alongside Lexus. This is the strongest brand-level input in the mid-size truck segment.

Six NHTSA campaigns cover the 2024 Tacoma — above what a mature nameplate carries, as expected for a first-year platform. Two are substantive hardware fixes (rear brake hoses damaged by packed mud on ~222k 4WD trucks; corroding shock-absorber flanges letting the external reservoir detach on ~48k trucks) and one is an instrument-cluster software fix; the rest are load-capacity label corrections. No engine, fire, or do-not-drive campaign.

The scored gas volume trim uses the 2.4L T24A-FTS turbo four with an 8-speed automatic, new to the Tacoma for 2024 and replacing the long-proven 3.5L V6 and 2.7L four. The engine is shared with high-volume Toyota/Lexus models without a systemic failure pattern, but it lacks the old engines' high-mileage record, and early-build 2024s drew owner complaints about shift quality plus at least one transmission replacement.

The redesigned cabin is a big step up from the third generation, with modern switchgear and an available 14-inch screen, but materials are chosen for ruggedness: hard plastics dominate below the beltline. CR owners also report exterior/interior plastic trim that degrades in sun, so it stays competitive rather than class-leading.

Assembly is generally solid and structurally tight, but as the first model year of a new generation the 2024 drew scattered complaints: rear-door moisture sealing, tailgate malfunctions and trim rattles. That's generally solid with scattered complaints, not class-leading initial quality.

Toyota runs one of the densest US dealer networks, roughly 1,200 franchised stores, so service is within reach almost everywhere, including the rural areas where Tacomas get used. Service satisfaction is generally at or above average.

The Tacoma has long been the best-selling US mid-size truck and has the deepest aftermarket in the segment by far, so wear, suspension and overland parts are plentiful and competitively priced. A small deduction because the first-year N400 shares less with the outgoing truck's parts catalog, and turbo-specific parts cost more than the old V6's.

The volume SR5/TRD Sport/TRD Off-Road trims come with the 8-inch Toyota Audio Multimedia screen. The 14-inch unit is an option on those trims and standard only at the top of the range.

Toyota Audio Multimedia is quick and logically laid out, and the 2024 cabin keeps physical HVAC and volume controls. Points come off for a busier interface on the 8-inch screen and some reviewer complaints about menu depth for vehicle settings.

Wireless Apple CarPlay and Android Auto come on every 2024 trim, including the base SR with the 8-inch screen.

The cloud-based 'Hey Toyota' assistant understands natural phrasing for climate, media and POI search. Native navigation is cloud-based and needs a Drive Connect subscription after the trial, so most owners use phone maps.

The available 10-speaker JBL system with subwoofer is competitive with rival premium audio. Its removable, waterproof JBL Flex speaker, which charges on the dash, is a unique and genuinely useful touch for a camping truck.

Volume trims get a 7-inch multi-information display between analog gauges. The configurable 12.3-inch fully digital cluster is reserved for upper trims and packages.

Toyota Audio Multimedia receives over-the-air software and map updates, but there's no record of whole-vehicle, feature-adding OTA updates for the 2024 Tacoma.

The Toyota app covers remote start and climate, lock/unlock, status and vehicle finder, and Digital Key lets a phone unlock, open the tailgate and start the truck. Remote Connect and Digital Key need a subscription after the trial.

USB-C ports serve the front row with rear ports available, plus an available Qi wireless pad and 12V in cab and bed. Gas trucks offer a 400W AC outlet and the i-FORCE MAX hybrid gets 2,400W of onboard power.

Push-button start is standard, Smart Key entry is on volume trims, and Digital Key provides phone-as-key on equipped trucks. Phone-key access is subscription-linked and a power tailgate is limited to upper trims.

A backup camera is standard and 360-degree cameras are available, with a Multi-Terrain Monitor for trail obstacles on off-road trims. Surround view is optional or upper-trim rather than widespread, and there's no automated parking.

No 2024 Tacoma trim offers a head-up display, including TRD Pro and Trailhunter.

With 33.7 in of rear legroom (the smallest of the mid-size class) and an upright bench, rear-facing child seats are a squeeze. Conventional rear doors, new B-pillar grab handles and the under-seat storage help.

Toyota Safety Sense 3.0, with pedestrian/cyclist/motorcyclist AEB, full-speed radar cruise, Lane Tracing Assist and Proactive Driving Assist, is standard on every trim. Blind Spot Monitor and Rear Cross Traffic Alert remain optional, and the crash-test record is average for the class.

Four adults fit, but the rear bench is tight for multi-hour stints. Rear amenities are limited to vents and available USB-C, and luggage rides in an open 5-ft bed that needs a cover to stay dry.

The 8-speed automatic and standard full-speed radar cruise help in traffic. Turbo lag off the line, a coarse engine and a busy unladen leaf-sprung ride keep the Tacoma a truck to drive rather than an effortless commuter.

Low-20s combined MPG on regular fuel is ordinary for a mid-size truck. Toyota's two years of included maintenance and low repair costs keep per-mile costs average for the class.

A turning circle of about 42 ft is reasonable for a mid-size crew cab, but the 213-in body, tall hood and high beltline make tight spots work. A rear camera is standard, and 360-degree cameras are optional.

Payload up to 1,709 lbs and a well-designed bed make it a capable light-duty worker. The 6,500 lb maximum tow rating trails the Colorado, Canyon and Ranger at 7,500–7,700 lbs.

The Tacoma name has the strongest durability reputation in the segment. 2024 is the first year of an all-new turbo-four, 8-speed and TNGA-F platform, so that reputation is unproven for this generation, and the launch year drew recalls.

The bed has a rail tie-down system and an aluminum tailgate (power-operated on some trims), plus 12V in the bed and a 400W AC outlet. The hybrid's 2,400W onboard power is a genuine jobsite tool, and the aftermarket rack and upfit ecosystem is deep.

Lane Tracing Assist with full-speed radar cruise reduces highway fatigue. A coarse engine at cruise, the low seating position and an 18.1-gallon tank at low-20s MPG limit endurance and range.

This is the segment benchmark. It offers three factory off-road builds (TRD Off-Road, TRD Pro and Trailhunter), a two-speed transfer case, a rear locker, a front sway-bar disconnect and Multi-Terrain Monitor. Camp-friendly extras include AC power, the JBL Flex speaker and the Trailhunter's onboard air compressor.

An open bed with rail tie-downs, a folding rear seatback over enlarged under-seat storage, and a huge rack and hitch aftermarket swallow bulky gear. There's no lockable in-bed trunk, and the 5-ft bed is short.

The TNGA-F frame and new suspension make the 2024 truck far more composed than the 2016–2023 Tacoma, with better body control and stability. Volume leaf-sprung trims are still secure rather than engaging.

The new electric power steering gives better on-center definition and consistent weighting than the old hydraulic rack, but it is numb, as truck racks usually are.

Stopping power and fade resistance are adequate for the class. Pedal travel is long and soft, which tempers confidence.

The 2.4L turbo has strong midrange torque, but tip-in is non-linear, there's lag from rest and stop/start restarts are abrupt. The new 8-speed is much better than the old 6-speed, with occasional low-speed hesitation.

Under load the four-cylinder is coarse and droning, a clear step back in character from the outgoing 3.5L V6.

Toyota quotes a 21.1 ft turning radius for the short-bed Double Cab (22.2 ft long bed), about 42 ft in diameter. That is competitive for a mid-size crew cab; a 40.6 ft figure quoted by some aggregators likely reflects a different measurement basis.

The seat is still mounted low, with limited travel and 41.8 in of front legroom, leaving tall drivers knees-up. Controls are well placed, with physical HVAC knobs, and new grab handles ease entry.

A 6-speed manual with rev-matching is still offered, which is rare in the segment. The off-road trims are genuinely entertaining on trails, though the turbo four lacks the old V6's character on pavement.

Every 2024 Tacoma gets Toyota Safety Sense 3.0 with full-speed adaptive cruise, LED headlights and wireless CarPlay/Android Auto, content some rivals gate behind packages. The volume SR5 still ships an 8-inch screen where the Colorado and Ranger standardize larger displays, and the 14-inch unit and digital cluster are upper-trim items.

At about $42,000 for an SR5 Double Cab 4x4 the Tacoma costs more than a comparable Frontier and roughly $10,000 more than the 2023 V6 equivalent, while its tow and payload only match the class. Strong residuals, the new 278 hp turbo and deep off-road hardware make the premium largely defensible — KBB named it its 2024 mid-size pickup Best Buy.

The widest lineup in the mid-size class: SR, SR5, TRD PreRunner, TRD Sport, TRD Off-Road, Limited, TRD Pro and Trailhunter, XtraCab and Double Cab, 5- and 6-ft beds, 4x2/4x4, three gas tunes plus the i-FORCE MAX hybrid, and a six-speed manual.

The Tacoma remained the runaway mid-size sales leader in 2024, roughly double the Colorado, though volume dipped from 2023 during the generation changeover and early production ramp.

Toyota's reputation for durability and resale, plus the Tacoma's loyal off-road and overlanding following amplified by the new TRD Pro and Trailhunter halos, make it the most desirable nameplate in the class.

As an all-new launch-year truck with a slow production ramp, the 2024 Tacoma sold at or near sticker for most of its run, with TRD Pro and Trailhunter carrying markups; only modest APR and lease programs appeared on SR5/TRD stock later in the model year.

2024 is the first model year of the fourth-generation N400 Tacoma on the TNGA-F platform shared with the Tundra and Sequoia, with new turbo and hybrid powertrains and TSS 3.0 — the freshest truck in the class, with no redesign risk for buyers.

Reviewers welcomed the redesign and KBB named it the 2024 mid-size pickup Best Buy, but it was not the comparison-test pick: the Colorado took MotorTrend's 2024 Truck of the Year and a three-way test put the Tacoma third behind the Ranger and Colorado.