2021 Toyota Tacoma

The U.S. auto market has an undeniable affinity for full-sized pickups, and it’s easy to understand why. When presented with a large all-in-one solution for maximum utility, towing and terrain-traversal, the allure of near-limitless functionality is palpable. Nevertheless, with great capability comes other concerns such as fuel costs, personal comfort and the inconvenience of hauling a broadsided workhorse around for every minor trip—it can get old quickly. The midsize truck offers a cure for these symptoms with a right-sized solution that fits the lifestyle of many buyers. And of the roughly four models currently on sale in the U.S., the Toyota Tacoma has been the category’s leading seller for over 15 years. 

The Toyota Tacoma is the Japanese automaker’s midsize sibling to the full-sized Tundra pickup truck. Redesigned for 2016, the Tacoma offers many of the same fundamental conveniences as its larger counterpart but in a package that’s easier to maneuver around town or through narrow patches of off-road terrain. It comes in six trims, two engines, two-or four-wheel drive, and a six-speed gearbox that’s either automatic or, in some limited configurations, manual. It also offers its standard four-seater “access cab” or a five-seater double cab, behind which drivers will find either a 5- or 6-foot bed. 

A 2.7-liter four-cylinder engine is the smaller of the Tacoma’s two available power plants. Its output is rated a modest 159 horsepower and 180 pound-feet of torque. The larger engine is a 3.5-liter V6 with direct injection and configured for efficiency. It’s an Atkinson cycle engine, a design that favors efficiency over power; the same operating principle can be found in other Toyota engines such as the one in the Prius. The V6 also has variable valve timing to adjust its efficiency on the go. Ultimately, this engine produces 278 horsepower and 265 pound-feet of torque. 

Unless you are a commercial customer or are looking for the absolute least expensive version of the Tacoma, we highly recommend sticking with the V6 engine. EPA fuel economy estimates are a wash for non-TRD models, the four-cylinder, two-wheel drive earning 20 mpg city 23 mpg highway and the V6 two-wheel-drive version coming in at 19 mpg and 24 mpg. It’s a rare instance where opting for the smaller engine pays zero dividends in efficiency, despite being down over 100 horsepower. 

Toyota offers six trims for customers to get the most of the Tacoma, simplifying the task of tailoring one to their specific needs. Trims like the base SR Access Cab ($27,575 including a $1,175 destination fee) and SR5 ($29,365) include all the standard equipment like Toyota’s Safety Sense suite advanced driver-assistance safety features that includes a pre-collision system, adaptive cruise control and lane departure warning. The SR5 adds 16-inch alloy wheels, a leather trimmed steering wheel, power-adjustable seats and an 8-inch infotainment touchscreen with six speakers. 

The spicy TRD models–Sport, Off-Road and Pro–are geared for off-pavement use and have a solid reputation with backwoods explorers, dune runners and overlanders. The Off-Road and Pro come packaged with multi-terrain select with crawl control, an electronically locking rear differential and TRD-specific visual touches like a branded skidplate. The Sport ($34,485) includes 17-inch alloy wheels and premium audio; the Off-Road ($35,740) adds an electronic locking rear differential, black fender flares and a TRD suspension with Bilstein dampers; the Pro ($45,500) has a terrain view camera, TRD Pro leather trimmed seats, JBL audio and a custom off-road suspension with Fox dampers.

The top-tier Limited trim ($40,330) is the Tacoma with all the trimmings, including 18-inch polished alloy wheels, a power rear window, leather seating, and other niceties aimed to appeal to a more refined customer seeking a comfortable daily driver. 

Rivals in this segment include the Ford Ranger, a comparable midsize contender with a host of tech and conveniences, though it doesn’t yet have its own answer to the TRD Pro. (Though the long-rumored Ranger Raptor is still MIA, Ford released the Ranger Tremor earlier this year.) Jeep’s Gladiator brings both the brand’s established off-road capability and pickup truck utility, but it can be cumbersome for city driving and its boxy look is polarizing. The Honda Ridgeline stands out as a fierce competitor thanks to its very convenient in-bed trunk, superior payload rating (1,596 pounds versus the Taco’s 1,100), and is quicker off the line by nearly two seconds.

With a fully kitted-out Tacoma TRD Pro on hand, it’s easy to feel invincible. Even so, it can feel deceptively bare-bones as a side effect of its rugged design and focus practicality. Its comparatively smaller size does make the Tacoma better at negotiating various off-road conditions. It’s easier to parse the dimensions of a midsize truck and maintain broader situational awareness when scrambling over rocks or traveling on a narrow path–situations that might be more challenging for a full-size truck. The dial-in settings of the terrain select system optimize the driveline for the task at hand, and the easy operation makes wheeling Tacoma accessible to newcomers. 

When it comes to power, the 278 horsepower in the TRD Pro is enough for 90% of situations, though the 265 pound-feet of torque is the more critical factor in terms of off-road agility. Unfortunately, that torque peak is realized at a relatively high 4,600 rpm (max horsepower is at 6,000 rpm), so you’ll have to rev to access it. The Ford Ranger’s turbo-four produces 310 pound-feet of torque at very useable 3,000 rpm; the current Jeep Gladiator’s V6 has 260 pound-feet at 4,400 rpm, but that will grow to 350 pound-feet with pending the introduction of the E-Torque V6. That said, the Taco’s V6 is a comfortable match for its 4,550-pound weight.

The Tacoma is expectedly rough between off-the-grid excursions, though it’s less the fault of the primed-for-action suspension and more to do with the inputs. It’s difficult to brake smoothly, leading to jerky stops for even the most careful-footed drivers. The suspension on TRD models is optimized for off-road, and its on-road behavior suffers for it with lots of sloppy body lean.

When it comes to power, the Atkinson cycle nature of the engine is apparent, and getting off the line with any urgency requires a heavy foot, with the occasional shift to sport mode just for any extra oomph. The six-speed automatic is also very deliberate, if not a little lackadaisical when selecting a gear. Trying to do anything in a hurry, such as backing out of a parking spot and escaping a busy lot will only result in frustration.