- The 2024 Toyota Tacoma is vastly improved versus its predecessor, and we have the test results to back it up.
- With equivalent powertrains and matching body styles, we’re comparing the new Tacoma TRD Off-Road with a 2017 Tacoma TRD Pro we tested.
- Not only does the new Tacoma have quicker acceleration, but it also has better real-world fuel economy and shorter stopping distances from 70 mph.
Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here).
Tired of our exhaustive coverage of the new fourth-generation Toyota Tacoma? If you clicked on this story, you probably think there’s no such thing as too much Taco talk. We have to agree, and now that we’ve strapped our test equipment to a 2024 Tacoma TRD Off-Road, we can see how those results compare with its predecessor.
The new Tacoma is vastly improved versus the outgoing generation, from its more rigid boxed ladder frame to its newly available coil-spring rear suspension to its modern turbocharged powertrains. Our test results prove its performance is much better, with improved fuel economy, too.
While the ’24 Tacoma TRD Off-Road we tested is a lower trim level than the top-spec 2017 Tacoma TRD Pro we’re comparing it against, they’re still very similar—not to mention the new-generation TRD Pro will pack a much more powerful hybrid powertrain. Each of our test trucks have a crew-cab body and five-foot cargo bed as well as automatic transmissions and similar all-terrain tires.
Acceleration Times Compared
The new Tacoma TRD Off-Road comes standard with a turbocharged 2.4-liter four-cylinder and four-wheel drive. With the optional eight-speed automatic transmission, our test truck makes 278 horsepower at 6000 rpm and 317 pound-feet of torque at 1700 rpm. On the flip side, the old TRD Pro also has standard four-wheel drive, and with the optional six-speed automatic, its naturally aspirated 3.5-liter V-6 makes the same 278 horses at 6000 rpm. However, its lower 265-pound-foot torque peak happens at a much higher 4600 rpm.
At the track, the torquier turbo-four Tacoma sped to 60 mph in 7.0 seconds—six tenths quicker than the V-6 version. Despite weighing an extra 133 pounds, the 4794-pound TRD Off-Road also outran the lighter TRD Pro in every other acceleration test. The average margin of victory was roughly a half-second, give or take a tenth.
Although the turbocharged truck was four tenths quicker than the naturally aspirated version in our rolling-start test (5 to 60 mph), there was a wider gap between this and its standing-start 60-mph time, indicating more engine lag. Alleviating any fears about responsiveness, the new Tacoma’s passing times—30 to 50 mph and 50 to 70 mph—are decidedly quicker, beating the old truck by about a half-second. The 2024 model was also quicker through the quarter-mile–15.3 seconds at 91 mph versus 15.9 seconds at 89 mph, and it raced to 100 mph in 18.8 seconds (a notable 4.6 ticks quicker than the TRD Pro).
Comparing Braking and Cornering
Tires are very important when comparing braking distances and cornering grip between two otherwise similar vehicles. Their rubber isn’t identical, but the new TRD Off-Road and the old TRD Pro both wear similarly sized all-terrain tires. The former features a set of 265/70R-17 BFGoodrich Trail Terrain T/A tires, and the latter has a set of 265/70R-16 Goodyear Wrangler All-Terrain Adventure tires.
Not only did Toyota finally give the new Tacoma rear disc brakes, but it also fits it with an electronic brake booster. In our braking test, which measures the stopping distance from 70 mph, the new truck did the deed fade-free in 171 feet. That’s nine feet shorter than the old truck, which exhibited slight fade during its 180-foot stop. The TRD Off-Road also posted a more respectable 0.77 g on our skidpad versus the TRD Pro’s 0.70 g.
Real-World Fuel Economy Comparison
The EPA hasn’t yet certified the new Tacoma’s fuel-economy ratings. Toyota estimates the new TRD Off-Road Double Cab’s combination of four-wheel drive and automatic gearbox are good for 19 mpg in the city and 23 mpg on the highway. While the truck we tested fell just short of that highway figure, it achieved 22 mpg on our 75-mph real-world test route. That’s 1 mpg better than the TRD Pro we tested on the same route (21 mpg).
By now, the test results make it clear the new Tacoma is superior to its predecessor. However, we discovered one area where the old truck has an advantage. If we multiply the results of the two trucks’ real-world fuel economy by their gas-tank sizes, the 2017 model theoretically can go longer between fill-ups thanks to its larger capacity. Holding 21.1 gallons, it should be good for 440 miles (we always round down) of highway range. Meanwhile, the 2024 version will only go 400 miles before a pit stop is needed.
And there you have it, a by-the-numbers breakdown of how the new Toyota Tacoma stacks up against the old one. While comparing the two trucks’ test results is a fun exercise, we’re even more excited to roundup the redesigned Tacoma and its equally fresh rivals for a mid-size-truck comparison test that’ll prove how good Toyota’s super popular pickup truly is.
Senior Editor
Eric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si.