mmcartalk
Expert
- Messages
- 4,158
- Reactions
- 2,675
MM Full-Review: 2016 Toyota Tacoma
By request, a review of the all-new 2016 Toyota Tacoma
http://www.toyota.com/tacoma
IN A NUTSHELL: The Honeymoon's over, Chevy Colorado.........You've got some competition.
CLOSEST AMERICAN-MARKET COMPETITORS: Chevrolet Colorado/GMC Canyon, Nissan Frontier.
;
;
;
;
;
(3.5L Atkinson-Cycle V6)
;
;
;
OVERVIEW:
Ah, yes, the trusty, reliable Tacoma.........the quintessial and obliquitous Japanese-brand work/sport truck and off-road Queen. Like the Energizer Bunny, they've been around forever, and seemingly keep running forever. Other Japanese-nameplate (or Japanese-designed) small-to-medium size pickups have come and gone in the American market, such as the Nissan Frontier, Suzuki Equator, Toyota Hi-Lux, Isuzu P'up, Mazda B-series (originally Japanese but later on rebadged Ford Rangers), Ford Courier (a rebadged Japanese Mazda), Chevrolet Luv (a rebadged Isuzu P'up), the awful Isuzu I-series (more on them below), and Honda Ridgeline (which, though otherwise versatile and useful, was not a true pickup in the frame-rail, work-truck sense).
No, all of these other small-to-medium Japanese-nameplate trucks, except for the Nissan Frontier and possibly the Honda Ridgeline (now discontinued but which may return with a new design) have come and gone in the American market. The Tacoma, like the Frontier, though handily outselling the Frontier, has quietly soldiered on, being a favorite among several different core-buyers, such as those who want a basic work-truck, sport-truck enthusiasts, and those who want a competent and hardy off-roader. It is one of those uncommon trucks that, depending on trim-line and options, has managed to do all three well, accounting for its popularity. Both Toyota and Nissan, of course, have also attempted to break into the tough-as nails American full-size truck market, home to some of the most fanatically loyal customers on the planet. The Nissan Titan, for the most part, never even got to first base, being plagued by its limited versatility and its early quality control problems from the Canton, MS plant. The Toyota T-series and Tundra got a little farther than first base (but not much), with The Toyota designers taking some 12 years (from 1994 to 2006) for Toyota to finally get both the size AND drivetrain correct. Even then, when the size and powerplants were finally suitable, the Tundra was still not the equal of the domestic full-sizers in several areas, including the durability of some of its parts and trim. Both, of course, are still for sale in the American market, but both (the Titan more so than the Tundra) are vastly overshadowed by the huge-selling F-150s, Silverados, and Rams.
Not so the case with the smaller Tacoma, which solidly earned its place in the American market. Like the Jeep Wrangler, the Tacoma became an off-road cult-machine, particularly with the solid but stiff-riding TRD underpinnings. (TRD models are not recommended for weak backs or kidneys). Earlier versions were more basic utilitarian in nature
than later ones, which generally became more plush and added more features inside, appealing to sport-truck fans but also retaining a lot of their utilitarian work-nature if needed. After the Ford Ranger was withdrawn from the American market, the Tacoma had little competition here, outside of the markedly less-popular Nissan Frontier. The first-generation mid-size trucks from GM (Chevy Colorado, GMC Canyon, and the rebadged Isuzu I-series) were just awful in their design, quality, and general competence......IMO, to even call them rental-grade was sharply overdoing it. They were not, and could not, be true competition for the Tacoma. Today, about the only ones I still see on the road are with technicians at utility or cable companies doing very light-duty work like installing or repairing cable-TV, FIOS, satellite TV, etc...) The second-generation Colorado/Canyon, introduced last year, was a tremendous improvement in every way (I can't overstress how much). Not surprisingly, the Colorado's initial hoopla from the introduction and auto-press attention stole some thunder from the Tacoma's long-established market (I gave the Colorado high marks myself in my own review).
Didn't take very long, though.........in the space of only a year and a half, Toyota has answered the meteoric rise of the GM mid-size trucks with an all-new Tacoma of its own, including a new Atkinson-Cycle V6. It is the latest culmination of the long line of small/medium-size Toyota trucks which were first introduced into this country decades ago. But, along the way, some snags appeared...it wasn't always smooth sailing.
The 1980s-vintage Toyota trucks, for example, which were generally small in size, were otherwise quite durable, but prone to serious rust in a line around the base of the bed, where the bed was attached to the chassis. That was because of politics. The 25% tariff on complete imported trucks (which the free-trade Reagan Administration opposed, but reluctantly went along with because of pressure from domestic truckmakers), forced Toyota to build most of their truck assemblies in Japan, ship them to our West Coast, and weld the beds on at the big West Coast warehouse. They used poor-quality welding material, and after a few years, a line of rust would break out at the base of the bed.....you couldn't stop it, no matter how often you washed the truck or removed road salt, because it rusted out from the inside of the weld. Over time, it would get worse and worse, until the entire bed rusted clean off. By the 1990's, Toyotas had solved that problem...partly by starting to assemble more vehicles here in the U.S. that were not subject to the tariff.
For 2016, the latest-generation Tacoma comes in 5 different trim levels......SR, SR5, TRD Sport, TRD Off-Road, and Limited, with the SR being the most basic, minimal-frills, light-duty work model, and the Limited being the plushest. Two engines are offered....a 2.7L in-line four of 159 HP and 180 ft.-lbs. of torque, and a new 3.5L Atkinson-Cycle V6 of 278 HP and 265 ft.-lbs. of torque. 5 or 6-speed manual transmissions, a 6-speed automatic transmission. RWD or part-time 4WD is offered......Toyota apparently chose not to offer the full-time 4WD option found on some domestic pickups. Access or Double-Cab sizes, and short or long bed lengths are offered on the various models.....see the web-site for details (too complex to list here). Base prices run from $23,300 to $34,745 for the many different models/configurations/trims......again, see the web site for details.
http://www.toyota.com/tacoma/#!/models
As usual, before the test-drive, I looked at a few different interiors and trim/color-choices. But, for the actual review, I chose one of the more expensive versions, because I believe that is the way that a lot of new Tacomas will go out the door...V6, 4WD, Double-Cab, Long-Bed, and TRD Sport suspension. Based on my experience with past Tacomas (some of which I wasn't terribly impressed with, comfort-wise) I got a rather pleasant surprise with this newest one on the road.......details to follow.
MODEL REVIEWED: 2016 Toyota Tacoma TRD Sport 4X4 Automatic Double-Cab Long-Bed
BASE PRICE: $34,340
OPTIONS:
V6 Towing package: $650
Carpeted Mats/Door Sill: $209
Chrome Exhaust Tip: $90
DESTINATION/FREIGHT: $$900 (reasonable, for a vehicle of this size and weight)
LIST PRICE AS REVIEWED: $36,189
DRIVETRAIN: Part-Time 4WD, Longitudinally-Mounted 3.5L Atkinson-Cycle V6, 278 HP @ 6000 RPM, Torque 265 Ft-lbs. @ 4600 RPM, Automatic Limited-Slip-Differential.
EPA MILEAGE RATING: 18 City, 23 Highway
EXTERIOR COLOR: Silver Sky Metallic
INTERIOR: Black Cloth
PLUSSES:
Refined, reasonably strong Atkinson-Cycle V6.
Slick-shifting 6-speed automatic transmission.
Surprisingly good ride comfort.
Reasonably good (though slow) steering response.
Decent handling for a truck this size.
Relatively easy entry/exit for taller persons.
Good underhood layout.
Vault-solid doors.
Reasonably good body sheet metal.
Some nice paint-color choices in upper line models.
Side mirror-mounted turn-signals.
Simple, easy-to-decipher control layout.
Easy-to-read gauges.
Relatively simple, easily-used controls.
Well-located brake pedal for large feet.
Nice tailgate-damper.
A genuine spare tire.
Good previous reliability record.
(Likely) intense competition with Chevy Colorado/GMC Canyon may keep deal-prices down.
MINUSES:
Full-time 4WD/center differential not offered like on some domestic trucks.
Wide turning circle on long-bed/double-cab models.
Cheap unimpressive interior materials/trim.
Paint color choice too limited in lower-line models.
Inconsistant paint-finish between metal and vinyl parts.
Hood opening/closing very difficult for short persons.
Somewhat hollow-sounding stereo speakers.
Stylish but cheap-feeling plastic grille.
Non-locking gas filler door.
Slightly spongy brakes.
Flat, hard-padded seats lack support.
Rather tight accommodations for tall persons in rear seat of Double-Cab model.
EXTERIOR:
Outside, the first thing you notice about the new Tacoma is that the designers obviously tried to make the truck, particularly the front end and grille, look more muscular and aggressive than before. The new six-sided grille is significantly larger than the last one, though it is made out of a rather thin (for a truck) flimsy-feeling plastic. The new sheet metal seems quite solid by today's standards....perhaps too much so for the hood (more on that below, in the next section). On top of the hood, square in the middle, is a large power-scoop reminiscent of those seen on some performance cars......in this case, fake and non-functioning, but trying to enhance the aggressive look and image. The doors (again by today's standards) are like bank vaults, and shut with a very solid and secure thunk.....even more so when you are sitting inside. The side mirror housings swivel and lock easily, and, on my test-vehicle, had nice built-in turn signal indicators.
Like its Colorado/Canyon competition, this is also a rather large truck by mid-size standards, especially the model I reviewed here, with its extended wheelbase, Double-Cab, and long-bed length. I can remember comparable-model Tundras that were this size, especially when the Tundra was still a 3/4-scale, not full-size pickup. So, it obviously takes some care to maneuver and park this beast...more on that later. In back, my test truck came with a nice black composite-material bed-liner to protect the sheet metal in the bed. Built into the bed itself (and bed-liner) were a couple of nice metal tie-down rings. Like on the Colorado, the solid and heavy tailgate has a built-in damper that makes it easier to drop, and it shuts and locks with a loud vault-like thud. A factory tonneau-cover is available, if desired, but it costs over $600 as a factory option.....you can probably get one cheaper aftermarket if and when they become available. I wasn't impressed by the limited (and dull) paint-color choice on base models...but, as price and trim-level climb, more colors become available, including a nice bright blue (which would probably be my choice). The paintwork on the sheet metal panels was the usual Toyota/Lexus mirror-like finish and smoothness, but, on some colors (particularly black), the matching-color paint-finish on the vinyl/plastic trim and bumper pieces was noticeably rougher and less-shiny.....you could tell the difference side-by-side. All of the exterior hardware was reasonably well done and solid (unlike the larger 2Gen Tundra, which debuted in 2006/2007 and had problems with a lot of the plastic trim-parts breaking). The gas filler-door snaps but does not lock, which can invite gas-siphoning, though with gas in many parts of the U.S. at not much over $2 a gallon for regular, siphoning is not likely to be a problem. Though it is under the rear of the truck in a rather difficult to reach location, a REAL spare tire is standard....pickups, especially 4WDs, usually don't fool with that temporary/donut/Fix-a-Flat nonsense.
UNDERHOOD:
Like with the Chevy Colorado, lifting the hood on the higher-stance versions of the new Tacoma can be a major problem for shorter adults...it was a problem even for me, at 6' 2". First, the hood is on the heavy side (it doesn't appear to gave gone to aluminum like the new F-150). Second, the successful attempt to make the truck look taller and more muscular/aggressive (which I explained above) also jacked up the heavy hood some and increased the vertical distance that it must be raised. Third, your arms have to do all the work (one holding up the heavy hood and the other fiddling with a manual prop rod) because the bean-counters in the design department decided that it would cost too much to add struts. I've complained about heavy hoods and prop-rods before, but, because of the height, it usually not as much of a problem for shorter people as it is here....and, to be fair, the similiar-stance Colorado had much of the same problem (if you readers think I'm being overly-picky here, try it yourself).
Once the hood is up and propped (there is no underhood insulation pad, though the engine isn't noisy to start with), the general underhood layout is very good, except for the fact that it's a high reach over the fenders or grille to reach anything. The underhood compartment is roomy enough that even the relatively big V6 easily fits in with room to spare, and a number of components on the side of the block are easily reached, though the big plastic engine cover restricts some top-access. The battery is on the right, completely uncovered (with terminals easily accessable). All of the dipsticks/filler/caps/fluid-reservoirs are easily accessible. This compartment, IMO, is roomy enough that it might be able to take a small V8, but Toyota doesn't offer one in the Tacoma......to get one, you have to move up to the full-size Toyota Tundra.
INTERIOR:
Though the hood may have been mounted too high for some people, getting in and out is relatively simple by truck standards, even without a running board (which my test-truck did not have). The designers somehow made the seat-height of even the taller 4X4 models not much higher than my own rump/torso height. I didn't need the running-boards to slide in and out fairly easily. But it should be noted that I'm taller than average (6' 2"), and that shorter people might have more of a stretch up and down to get in or out. Once in and seated, the doors, as I mentioned above, close and slam with a bank-vault-like thud, giving the impression of solidness. The gauges were simple and easy to read. The knobs/controls were also simple and easy to use. Even the video screen, which combined the back-up camera, stereo, and NAV functions, was relatively easy to use by today's standards. The seat fabric seemed quite durable, and felt like it would last for years. The sun visors and headliner were covered in a fairly nice material..
Unfortunately, much of the rest of the interior, though not what I would call ugly, seemed like it was hit by the bean-counters. The two-tone interiors, as usual, IMO (and this is subjective) looked better then the black monotone. But, in general, much of the trim and hardware looked and felt cheap. In a $36K vehicle, one must pull and tug on levers to manually adjust the front seats. The glove box door shut like it had a toy lock out of a Cracker-Jack box. The stereo itself seemed good enough, but the tinny speakers tended to weaken and distort the sound quality. The steering wheel's rim, while a lot better than the hard-plastic ones I learned to drive with decades ago, didn't feel that nice to hold. The gauges, while easy to read, had cheap-looking housings. The dash and door trim materials seemed bargain-basement, and the relatively flat front seats had super-hard-padded cushions that IMO compromised both comfort and support (of course, I admit I'm used to cushy Buick seats LOL). Headroom in front was OK for taller guys like me, but, even with the tall roof and roomier Double-Cab (as opposed to the smaller Access-Cab), headroom in back was just barely adequate, and, with the front seat set where I usually want it (which is not all the way back), legroom in back was also a little tight.
CARGO COMPARTMENT/TRUNK:
N/A....the bed is already covered in the EXTERIOR section.
ON THE ROAD:
Start up the Atkinson-Cycle 3.5L V6 with a nice START/STOP button, and it fires to life with the smoothness and refinement found in most Toyota/Lexus-designed power plants. The power level, even with this trick's size and weight, is fine for ordinary driving with a light load, though I didn't test it fully-loaded. The engine was fairly quiet on the road, though some noise could be heard during moderate or strong acceleration, maybe partly from the lack of an underhood insulation-pad. The 6-speed Sport-Shift automatic transmission shifted smoothly and seamlessly whether in manual or automatic mode. I like a straight fore/aft shift-design for the lever, and personally don't care for the zig-zag shifter designs used by Toyotas and some other vehicles (I used to list them as a complaint in the MINUS section). But, since some people have no problems with that, and, in the interest of respecting the opinion of others and of noting that each person's tastes are different, I won't list that as a complaint any more. My test-truck had the factory tow-package, though I did not see the usual TOW/HAUL-mode button on the shift lever that many trucks have to block out the top gears while towing (that helps keeps the engine from straining and lugging under a heavy load) . There seemed to be a dash-button, however, that did more or less the same thing.
The chassis/suspension was a REAL surprise.....probably the most pleasant surprise I had during the whole review. Previous Tacomas have been noted for their stiff, bouncy rides, especially with the even stiffer TRD off-road underpinnings. Like the Dodge Ram engineers did a few years ago (and Ford did to a lesser extent this year with the new aluminum F-150), it looks like the Toyota engineers have addressed that rough ride with the latest design here....I couldn't believe I was riding in a Toyota truck. My test-truck had the TRD underpinnings in the slightly milder Sport version (there is also a TRD Off-Road version which is probably a little stiffer, though I didn't test it). But, even so, I was pleased with the ride-comfort of this particular truck. No doubt the weight and the truck's relatively long wheelbase, by themselves, helped smooth out some of the bumps, but it was clear that the engineers had burned some midnight oil. Besides the other suspension improvements, they also seemed to have softened up the spring/shock dampening some. You could not only feel, but also actually see the softer suspension dampening if you come to a stop and tap the brakes hard right before you stop....the hood-line and front end will actually dip and pitch down about two inches or so and rebound. One can still feel and hear sharp bumps, but they are now much more muted than before. However, I don't know how well the new, softer suspension will handle a full load or tow-weight, as I did the test-drive relatively lightly loaded. There are other truck-reviews, of course, that can probably answer that question.
Sound levels on the road also seem to be more muted than before. Wind noise and tire noise (road noise can be a big problem with some off-road tire-treads) were quite well-muted for this type of vehicle. Steering response was definitely on the slow side, but that is to be expected in this type of vehicle (even with good engineers, you can't make a big, nose-heavy body-on-frame truck handle like a Miata). And body roll, despite the weight and softer suspension dampening this year, was held in reasonable check for a truck of this size. The brake pedal is located quite well for a big Men's size 15 clown-shoe like mine.....I didn't have much of the pedal-snagging problem, when lifting my foot from gas to brake, that I do in some vehicles. The brakes themselves had a slightly, but not seriously, spongy feel. Drum brakes are still fitted to the rear of all new Tacomas, but, while dated, I didn't list this as a complaint because Toyota justifies it on the grounds that lightly loaded pickups (the way trucks are usually driven) don't put much pressure on the rear brakes, and that they didn't hear much from past Tacoma owners about actually wanting a change. Of course, you can bet that the production-cost was also a factor.
THE VERDICT:
Overall, a good job, Toyota....especially on the new chassis and suspension. The new Colorado and Canyon certainly have some credible competition now. In general, based on the (admittedly) limited time I had in reviews and test-drives, I'd rate the two about equal. GM did a better job on the interior fit/finish, overall trim materials, interior seating comfort, brakes, and having a choice of two versions, Colorado and Canyon, with some different exterior styling. Toyota, in contrast, wins out in powertrain refinement, suspension/riding comfort, ease of control-use, and, of course, in a long-established record of mechanical reliability (the new Colorado/Canyon, though light-years ahead of their predecessors in design, are still relatively new and untested). Otherwise, IMO, there's not much difference between the two of them....take your pick.
So, in the American market, if you're currently interested in a smaller-than-full-sized truck, the Colorado/Canyon and Tacoma are clearly the only real choices, except for the somewhat dated Nissan Frontier (Nissan has designed a replacement for the Frontier, but currently not for the U.S.market). So, IMO, you can't really go wrong buying either the GM or Toyota.....both of them seem quite competent and well-built, though, of course, time will tell if the two GM versions will be more reliable than their predecessors. As of now, we're still waiting from Ford to make a final decision (there have been some hints) on whether the updated Ranger will return to the American market...I will, off course, be ready to review it, if and when it does.
And, as always......Happy Truck-Shopping.
MM
By request, a review of the all-new 2016 Toyota Tacoma
http://www.toyota.com/tacoma
IN A NUTSHELL: The Honeymoon's over, Chevy Colorado.........You've got some competition.
CLOSEST AMERICAN-MARKET COMPETITORS: Chevrolet Colorado/GMC Canyon, Nissan Frontier.
;
;
;(3.5L Atkinson-Cycle V6)
;
;
;OVERVIEW:
Ah, yes, the trusty, reliable Tacoma.........the quintessial and obliquitous Japanese-brand work/sport truck and off-road Queen. Like the Energizer Bunny, they've been around forever, and seemingly keep running forever. Other Japanese-nameplate (or Japanese-designed) small-to-medium size pickups have come and gone in the American market, such as the Nissan Frontier, Suzuki Equator, Toyota Hi-Lux, Isuzu P'up, Mazda B-series (originally Japanese but later on rebadged Ford Rangers), Ford Courier (a rebadged Japanese Mazda), Chevrolet Luv (a rebadged Isuzu P'up), the awful Isuzu I-series (more on them below), and Honda Ridgeline (which, though otherwise versatile and useful, was not a true pickup in the frame-rail, work-truck sense).
No, all of these other small-to-medium Japanese-nameplate trucks, except for the Nissan Frontier and possibly the Honda Ridgeline (now discontinued but which may return with a new design) have come and gone in the American market. The Tacoma, like the Frontier, though handily outselling the Frontier, has quietly soldiered on, being a favorite among several different core-buyers, such as those who want a basic work-truck, sport-truck enthusiasts, and those who want a competent and hardy off-roader. It is one of those uncommon trucks that, depending on trim-line and options, has managed to do all three well, accounting for its popularity. Both Toyota and Nissan, of course, have also attempted to break into the tough-as nails American full-size truck market, home to some of the most fanatically loyal customers on the planet. The Nissan Titan, for the most part, never even got to first base, being plagued by its limited versatility and its early quality control problems from the Canton, MS plant. The Toyota T-series and Tundra got a little farther than first base (but not much), with The Toyota designers taking some 12 years (from 1994 to 2006) for Toyota to finally get both the size AND drivetrain correct. Even then, when the size and powerplants were finally suitable, the Tundra was still not the equal of the domestic full-sizers in several areas, including the durability of some of its parts and trim. Both, of course, are still for sale in the American market, but both (the Titan more so than the Tundra) are vastly overshadowed by the huge-selling F-150s, Silverados, and Rams.
Not so the case with the smaller Tacoma, which solidly earned its place in the American market. Like the Jeep Wrangler, the Tacoma became an off-road cult-machine, particularly with the solid but stiff-riding TRD underpinnings. (TRD models are not recommended for weak backs or kidneys). Earlier versions were more basic utilitarian in nature
than later ones, which generally became more plush and added more features inside, appealing to sport-truck fans but also retaining a lot of their utilitarian work-nature if needed. After the Ford Ranger was withdrawn from the American market, the Tacoma had little competition here, outside of the markedly less-popular Nissan Frontier. The first-generation mid-size trucks from GM (Chevy Colorado, GMC Canyon, and the rebadged Isuzu I-series) were just awful in their design, quality, and general competence......IMO, to even call them rental-grade was sharply overdoing it. They were not, and could not, be true competition for the Tacoma. Today, about the only ones I still see on the road are with technicians at utility or cable companies doing very light-duty work like installing or repairing cable-TV, FIOS, satellite TV, etc...) The second-generation Colorado/Canyon, introduced last year, was a tremendous improvement in every way (I can't overstress how much). Not surprisingly, the Colorado's initial hoopla from the introduction and auto-press attention stole some thunder from the Tacoma's long-established market (I gave the Colorado high marks myself in my own review).
Didn't take very long, though.........in the space of only a year and a half, Toyota has answered the meteoric rise of the GM mid-size trucks with an all-new Tacoma of its own, including a new Atkinson-Cycle V6. It is the latest culmination of the long line of small/medium-size Toyota trucks which were first introduced into this country decades ago. But, along the way, some snags appeared...it wasn't always smooth sailing.
The 1980s-vintage Toyota trucks, for example, which were generally small in size, were otherwise quite durable, but prone to serious rust in a line around the base of the bed, where the bed was attached to the chassis. That was because of politics. The 25% tariff on complete imported trucks (which the free-trade Reagan Administration opposed, but reluctantly went along with because of pressure from domestic truckmakers), forced Toyota to build most of their truck assemblies in Japan, ship them to our West Coast, and weld the beds on at the big West Coast warehouse. They used poor-quality welding material, and after a few years, a line of rust would break out at the base of the bed.....you couldn't stop it, no matter how often you washed the truck or removed road salt, because it rusted out from the inside of the weld. Over time, it would get worse and worse, until the entire bed rusted clean off. By the 1990's, Toyotas had solved that problem...partly by starting to assemble more vehicles here in the U.S. that were not subject to the tariff.
For 2016, the latest-generation Tacoma comes in 5 different trim levels......SR, SR5, TRD Sport, TRD Off-Road, and Limited, with the SR being the most basic, minimal-frills, light-duty work model, and the Limited being the plushest. Two engines are offered....a 2.7L in-line four of 159 HP and 180 ft.-lbs. of torque, and a new 3.5L Atkinson-Cycle V6 of 278 HP and 265 ft.-lbs. of torque. 5 or 6-speed manual transmissions, a 6-speed automatic transmission. RWD or part-time 4WD is offered......Toyota apparently chose not to offer the full-time 4WD option found on some domestic pickups. Access or Double-Cab sizes, and short or long bed lengths are offered on the various models.....see the web-site for details (too complex to list here). Base prices run from $23,300 to $34,745 for the many different models/configurations/trims......again, see the web site for details.
http://www.toyota.com/tacoma/#!/models
As usual, before the test-drive, I looked at a few different interiors and trim/color-choices. But, for the actual review, I chose one of the more expensive versions, because I believe that is the way that a lot of new Tacomas will go out the door...V6, 4WD, Double-Cab, Long-Bed, and TRD Sport suspension. Based on my experience with past Tacomas (some of which I wasn't terribly impressed with, comfort-wise) I got a rather pleasant surprise with this newest one on the road.......details to follow.
MODEL REVIEWED: 2016 Toyota Tacoma TRD Sport 4X4 Automatic Double-Cab Long-Bed
BASE PRICE: $34,340
OPTIONS:
V6 Towing package: $650
Carpeted Mats/Door Sill: $209
Chrome Exhaust Tip: $90
DESTINATION/FREIGHT: $$900 (reasonable, for a vehicle of this size and weight)
LIST PRICE AS REVIEWED: $36,189
DRIVETRAIN: Part-Time 4WD, Longitudinally-Mounted 3.5L Atkinson-Cycle V6, 278 HP @ 6000 RPM, Torque 265 Ft-lbs. @ 4600 RPM, Automatic Limited-Slip-Differential.
EPA MILEAGE RATING: 18 City, 23 Highway
EXTERIOR COLOR: Silver Sky Metallic
INTERIOR: Black Cloth
PLUSSES:
Refined, reasonably strong Atkinson-Cycle V6.
Slick-shifting 6-speed automatic transmission.
Surprisingly good ride comfort.
Reasonably good (though slow) steering response.
Decent handling for a truck this size.
Relatively easy entry/exit for taller persons.
Good underhood layout.
Vault-solid doors.
Reasonably good body sheet metal.
Some nice paint-color choices in upper line models.
Side mirror-mounted turn-signals.
Simple, easy-to-decipher control layout.
Easy-to-read gauges.
Relatively simple, easily-used controls.
Well-located brake pedal for large feet.
Nice tailgate-damper.
A genuine spare tire.
Good previous reliability record.
(Likely) intense competition with Chevy Colorado/GMC Canyon may keep deal-prices down.
MINUSES:
Full-time 4WD/center differential not offered like on some domestic trucks.
Wide turning circle on long-bed/double-cab models.
Cheap unimpressive interior materials/trim.
Paint color choice too limited in lower-line models.
Inconsistant paint-finish between metal and vinyl parts.
Hood opening/closing very difficult for short persons.
Somewhat hollow-sounding stereo speakers.
Stylish but cheap-feeling plastic grille.
Non-locking gas filler door.
Slightly spongy brakes.
Flat, hard-padded seats lack support.
Rather tight accommodations for tall persons in rear seat of Double-Cab model.
EXTERIOR:
Outside, the first thing you notice about the new Tacoma is that the designers obviously tried to make the truck, particularly the front end and grille, look more muscular and aggressive than before. The new six-sided grille is significantly larger than the last one, though it is made out of a rather thin (for a truck) flimsy-feeling plastic. The new sheet metal seems quite solid by today's standards....perhaps too much so for the hood (more on that below, in the next section). On top of the hood, square in the middle, is a large power-scoop reminiscent of those seen on some performance cars......in this case, fake and non-functioning, but trying to enhance the aggressive look and image. The doors (again by today's standards) are like bank vaults, and shut with a very solid and secure thunk.....even more so when you are sitting inside. The side mirror housings swivel and lock easily, and, on my test-vehicle, had nice built-in turn signal indicators.
Like its Colorado/Canyon competition, this is also a rather large truck by mid-size standards, especially the model I reviewed here, with its extended wheelbase, Double-Cab, and long-bed length. I can remember comparable-model Tundras that were this size, especially when the Tundra was still a 3/4-scale, not full-size pickup. So, it obviously takes some care to maneuver and park this beast...more on that later. In back, my test truck came with a nice black composite-material bed-liner to protect the sheet metal in the bed. Built into the bed itself (and bed-liner) were a couple of nice metal tie-down rings. Like on the Colorado, the solid and heavy tailgate has a built-in damper that makes it easier to drop, and it shuts and locks with a loud vault-like thud. A factory tonneau-cover is available, if desired, but it costs over $600 as a factory option.....you can probably get one cheaper aftermarket if and when they become available. I wasn't impressed by the limited (and dull) paint-color choice on base models...but, as price and trim-level climb, more colors become available, including a nice bright blue (which would probably be my choice). The paintwork on the sheet metal panels was the usual Toyota/Lexus mirror-like finish and smoothness, but, on some colors (particularly black), the matching-color paint-finish on the vinyl/plastic trim and bumper pieces was noticeably rougher and less-shiny.....you could tell the difference side-by-side. All of the exterior hardware was reasonably well done and solid (unlike the larger 2Gen Tundra, which debuted in 2006/2007 and had problems with a lot of the plastic trim-parts breaking). The gas filler-door snaps but does not lock, which can invite gas-siphoning, though with gas in many parts of the U.S. at not much over $2 a gallon for regular, siphoning is not likely to be a problem. Though it is under the rear of the truck in a rather difficult to reach location, a REAL spare tire is standard....pickups, especially 4WDs, usually don't fool with that temporary/donut/Fix-a-Flat nonsense.
UNDERHOOD:
Like with the Chevy Colorado, lifting the hood on the higher-stance versions of the new Tacoma can be a major problem for shorter adults...it was a problem even for me, at 6' 2". First, the hood is on the heavy side (it doesn't appear to gave gone to aluminum like the new F-150). Second, the successful attempt to make the truck look taller and more muscular/aggressive (which I explained above) also jacked up the heavy hood some and increased the vertical distance that it must be raised. Third, your arms have to do all the work (one holding up the heavy hood and the other fiddling with a manual prop rod) because the bean-counters in the design department decided that it would cost too much to add struts. I've complained about heavy hoods and prop-rods before, but, because of the height, it usually not as much of a problem for shorter people as it is here....and, to be fair, the similiar-stance Colorado had much of the same problem (if you readers think I'm being overly-picky here, try it yourself).
Once the hood is up and propped (there is no underhood insulation pad, though the engine isn't noisy to start with), the general underhood layout is very good, except for the fact that it's a high reach over the fenders or grille to reach anything. The underhood compartment is roomy enough that even the relatively big V6 easily fits in with room to spare, and a number of components on the side of the block are easily reached, though the big plastic engine cover restricts some top-access. The battery is on the right, completely uncovered (with terminals easily accessable). All of the dipsticks/filler/caps/fluid-reservoirs are easily accessible. This compartment, IMO, is roomy enough that it might be able to take a small V8, but Toyota doesn't offer one in the Tacoma......to get one, you have to move up to the full-size Toyota Tundra.
INTERIOR:
Though the hood may have been mounted too high for some people, getting in and out is relatively simple by truck standards, even without a running board (which my test-truck did not have). The designers somehow made the seat-height of even the taller 4X4 models not much higher than my own rump/torso height. I didn't need the running-boards to slide in and out fairly easily. But it should be noted that I'm taller than average (6' 2"), and that shorter people might have more of a stretch up and down to get in or out. Once in and seated, the doors, as I mentioned above, close and slam with a bank-vault-like thud, giving the impression of solidness. The gauges were simple and easy to read. The knobs/controls were also simple and easy to use. Even the video screen, which combined the back-up camera, stereo, and NAV functions, was relatively easy to use by today's standards. The seat fabric seemed quite durable, and felt like it would last for years. The sun visors and headliner were covered in a fairly nice material..
Unfortunately, much of the rest of the interior, though not what I would call ugly, seemed like it was hit by the bean-counters. The two-tone interiors, as usual, IMO (and this is subjective) looked better then the black monotone. But, in general, much of the trim and hardware looked and felt cheap. In a $36K vehicle, one must pull and tug on levers to manually adjust the front seats. The glove box door shut like it had a toy lock out of a Cracker-Jack box. The stereo itself seemed good enough, but the tinny speakers tended to weaken and distort the sound quality. The steering wheel's rim, while a lot better than the hard-plastic ones I learned to drive with decades ago, didn't feel that nice to hold. The gauges, while easy to read, had cheap-looking housings. The dash and door trim materials seemed bargain-basement, and the relatively flat front seats had super-hard-padded cushions that IMO compromised both comfort and support (of course, I admit I'm used to cushy Buick seats LOL). Headroom in front was OK for taller guys like me, but, even with the tall roof and roomier Double-Cab (as opposed to the smaller Access-Cab), headroom in back was just barely adequate, and, with the front seat set where I usually want it (which is not all the way back), legroom in back was also a little tight.
CARGO COMPARTMENT/TRUNK:
N/A....the bed is already covered in the EXTERIOR section.
ON THE ROAD:
Start up the Atkinson-Cycle 3.5L V6 with a nice START/STOP button, and it fires to life with the smoothness and refinement found in most Toyota/Lexus-designed power plants. The power level, even with this trick's size and weight, is fine for ordinary driving with a light load, though I didn't test it fully-loaded. The engine was fairly quiet on the road, though some noise could be heard during moderate or strong acceleration, maybe partly from the lack of an underhood insulation-pad. The 6-speed Sport-Shift automatic transmission shifted smoothly and seamlessly whether in manual or automatic mode. I like a straight fore/aft shift-design for the lever, and personally don't care for the zig-zag shifter designs used by Toyotas and some other vehicles (I used to list them as a complaint in the MINUS section). But, since some people have no problems with that, and, in the interest of respecting the opinion of others and of noting that each person's tastes are different, I won't list that as a complaint any more. My test-truck had the factory tow-package, though I did not see the usual TOW/HAUL-mode button on the shift lever that many trucks have to block out the top gears while towing (that helps keeps the engine from straining and lugging under a heavy load) . There seemed to be a dash-button, however, that did more or less the same thing.
The chassis/suspension was a REAL surprise.....probably the most pleasant surprise I had during the whole review. Previous Tacomas have been noted for their stiff, bouncy rides, especially with the even stiffer TRD off-road underpinnings. Like the Dodge Ram engineers did a few years ago (and Ford did to a lesser extent this year with the new aluminum F-150), it looks like the Toyota engineers have addressed that rough ride with the latest design here....I couldn't believe I was riding in a Toyota truck. My test-truck had the TRD underpinnings in the slightly milder Sport version (there is also a TRD Off-Road version which is probably a little stiffer, though I didn't test it). But, even so, I was pleased with the ride-comfort of this particular truck. No doubt the weight and the truck's relatively long wheelbase, by themselves, helped smooth out some of the bumps, but it was clear that the engineers had burned some midnight oil. Besides the other suspension improvements, they also seemed to have softened up the spring/shock dampening some. You could not only feel, but also actually see the softer suspension dampening if you come to a stop and tap the brakes hard right before you stop....the hood-line and front end will actually dip and pitch down about two inches or so and rebound. One can still feel and hear sharp bumps, but they are now much more muted than before. However, I don't know how well the new, softer suspension will handle a full load or tow-weight, as I did the test-drive relatively lightly loaded. There are other truck-reviews, of course, that can probably answer that question.
Sound levels on the road also seem to be more muted than before. Wind noise and tire noise (road noise can be a big problem with some off-road tire-treads) were quite well-muted for this type of vehicle. Steering response was definitely on the slow side, but that is to be expected in this type of vehicle (even with good engineers, you can't make a big, nose-heavy body-on-frame truck handle like a Miata). And body roll, despite the weight and softer suspension dampening this year, was held in reasonable check for a truck of this size. The brake pedal is located quite well for a big Men's size 15 clown-shoe like mine.....I didn't have much of the pedal-snagging problem, when lifting my foot from gas to brake, that I do in some vehicles. The brakes themselves had a slightly, but not seriously, spongy feel. Drum brakes are still fitted to the rear of all new Tacomas, but, while dated, I didn't list this as a complaint because Toyota justifies it on the grounds that lightly loaded pickups (the way trucks are usually driven) don't put much pressure on the rear brakes, and that they didn't hear much from past Tacoma owners about actually wanting a change. Of course, you can bet that the production-cost was also a factor.
THE VERDICT:
Overall, a good job, Toyota....especially on the new chassis and suspension. The new Colorado and Canyon certainly have some credible competition now. In general, based on the (admittedly) limited time I had in reviews and test-drives, I'd rate the two about equal. GM did a better job on the interior fit/finish, overall trim materials, interior seating comfort, brakes, and having a choice of two versions, Colorado and Canyon, with some different exterior styling. Toyota, in contrast, wins out in powertrain refinement, suspension/riding comfort, ease of control-use, and, of course, in a long-established record of mechanical reliability (the new Colorado/Canyon, though light-years ahead of their predecessors in design, are still relatively new and untested). Otherwise, IMO, there's not much difference between the two of them....take your pick.
So, in the American market, if you're currently interested in a smaller-than-full-sized truck, the Colorado/Canyon and Tacoma are clearly the only real choices, except for the somewhat dated Nissan Frontier (Nissan has designed a replacement for the Frontier, but currently not for the U.S.market). So, IMO, you can't really go wrong buying either the GM or Toyota.....both of them seem quite competent and well-built, though, of course, time will tell if the two GM versions will be more reliable than their predecessors. As of now, we're still waiting from Ford to make a final decision (there have been some hints) on whether the updated Ranger will return to the American market...I will, off course, be ready to review it, if and when it does.
And, as always......Happy Truck-Shopping.
MM
