MIDDLEWEIGHT CHAMP GETS JOB DONE WITH STYLE
Toyota Tacoma sales may have sagged a little last year, but the perennial champ of middleweight trucks still outsells everything in this class. Even the Tacoma’s big brother, the Tundra, sees fewer sales than the Tacoma. The Ford Ranger, which as a new model (albeit based on an older one) should’ve run off with the gold-studded belt by now, still comes up short against the Tacoma. So, what’s the appeal of this little truck, especially when the Tacoma remains largely unchanged since its remake for 2015?
Reliability and resale value are two of the leading motivators. The Tacoma consistently lands at the top of these two metrics, no doubt one of the key reasons people buy and hold onto them.
But there is also something intangible about the Tacoma, either as a four-door double cab or access cab, that makes itself lovable and endearing, something that is hard to identify unless you’ve sat behind the wheel and steered one. It’s not that the Tacoma does everything better than its competition. But somehow, it just feels and drives with a rewarding nature without looking awkward.
Some of the appeal comes down to good old-fashioned hydraulic steering, a rigid body-on-frame structure, great visibility and simple operation of controls. The Tacoma also looks, feels and rides like a truck, without an outrageous price tag.
Oh, it’s no saint. It is still way too loud on the highway and has far too much plastic in the interior, with little deviation in materials. Fit and finish are very good, though, even if there’s still no heated steering wheel — something most Kia compacts get as standard equipment. Although, to be fair, the Sport had a beautiful leather-wrapped wheel and sunroof.
Thankfully, the 2020 Tacoma also gets a power driver’s seat to make up for its somewhat low and flat driving position.
New grilles and wheels are also on the menu for 2020 models, plus a cool green colour for TRD Pro models. Tail lights are also new; Toyota must still have a boatload of halogen bulbs to use up because brighter and safer LED headlamps remain optional (although the daytime running lights are LED).
Our $44,750 TRD Sport Premium did not have the best nighttime visibility, but it did have an absolutely pleasing ride. The bumps, potholes, cracks and crevices were easily consumed with little disruption, shudder or shake to the cabin. Bilstein shocks do an excellent job of beating back the road and keeping the truck stable, even if it still uses leaf springs and drum brakes. For a small truck, the ride is ideal.
While every Tacoma now comes with a 3.5-L V-6 with 278 horsepower and 265-poundfeet of torque, more models can now be ordered with a six-speed manual transmission over the six-speed automatic. Available on the Tacoma TRD Sport and Off-road, the manual shifts with a positive feel, although the throws are a tad long and the shifter is tall and dorky. Might as well opt for the automatic, given the 4WD transfer case is automatically activated, too.
Fuel economy was pretty good: I got as low as 10.9 L/100 kilometres on the highway, and urban use averaged just above 13. That’s much better than a Tundra.
The V-6 engine, despite some gripes about the torque curve and the way it pivots from fuel-saving Atkinson cycle combustion to the traditional Otto cycle under acceleration, has plenty of power for passing in the mid-range and on take off. Snarling and revving to 6,000 rpm, the engine reacts with a surprising turn of speed, but to get the most out of it takes a stout foot to the floor. Able to tow a little more than 6,300 lbs. (2,858 kg) and carry just shy of 1,000 (454 kg), the Tacoma should be able to handle most recreational needs and plenty of small construction jobs. A factory hitch is standard.
The rear seat area, however, will be tight for fitting tools or passengers, and there’s precious few storage nooks or cubbies.
The bed could also use more tie downs and standard LED bed lighting, especially when a cover has been added. Some kind of access step to the bed would not be unwelcome but at least the tailgate is damped, although it doesn’t lock with the key fob.
Inside, a new eight-inch touch screen includes Apple Carplay, Android Auto and Amazon Alexa compatibility, partnered with a four-inch screen in the instrument cluster, which includes a decent-looking array of analog gauges. Lower-spec SR grades only get a seven-inch screen.
A physical handbrake and wireless charging are included in an interior that is mostly all business.
Perhaps that’s the simple approach for the Tacoma: keep it simple, make sure it works, under-promise and over-deliver. If that’s the Tacoma strategy, it’s working.