The 2024 Toyota Tacoma’s redesign was a long time coming. When seen through the fun house mirrors of GM’s recent Chevrolet Colorado and GMC Canyon redux, the Tacoma looked more than a little long in the tooth, whether one focused on its plain interior, its short features list, or its outdated drivetrains. With sales still strong, thanks to the inertia of the Tacoma’s incredible built-in buyer base, it notably took many more years than it should for the mid-size pickup to get where it is today.
And where is that, exactly? On a new platform, with a pair of revitalized engine options and an honest-to-goodness hybrid model that marks the first serious electrification effort in this class of truck. That’s an exciting development in a segment that has now entirely moved away from six-cylinder engines and embraced the potential of turbocharged four-cylinder setups.
In Canada, Toyota has reserved its battery-boosted i-Force MAX setup for the top tier only, which means you’ll be forking over $66,000 for the lux-oriented Limited trim as your baseline (with an eye-watering $20,000 extra for the off-road Trailhunter package). That’s a lot of money to spend in pursuing a lower gas bill, but fortunately the Tacoma Limited’s hybrid design brings more than just fuel frugality to the table.
i-Force MAX Is Strong On Paper, But Needs A Shakedown
On paper i-Force MAX presents well. Building on the turbo 2.4-liter four-cylinder found in lesser versions of the truck, it gifts the Tacoma with an electric motor that produces 48 horsepower and 184 lb-ft of torque. That totals out to 326 horses and a whopping 465 lb-ft of twist, with the latter figure far and away the leader among mid-size machinery. Toyota makes an eight-speed automatic and full-time four-wheel drive standard with the Limited model.
Out in the real world, things are a little more mixed. There’s no doubt that the i-Force MAX Tacoma is quick, and there was never any hesitation on the part of the pickup whenever I tipped into the throttle. I also saw around 10 L/100 km in highway driving, which matches Toyota’s claims and isn’t all the bad for a 4×4 of its size, and there’s electric-only operation available at lower speeds (thanks to the truck’s 1.4-kWh battery).
Although the Tacoma’s muscle was as-advertised and respectably frugal, the model I drove had a persistent vibration through the accelerator just under 2,000 rpm, and sometimes climbing past that point when the truck was loaded down. Unfortunately, this is precisely where the truck’s revs like to sit while cruising, which meant my right foot crashed into it on a regular basis.
The metallic grinding almost felt as though something wasn’t quite meshing properly at the front of the truck. It was distracting enough to have me question whether there might not be a problem with either the hybrid or the four-wheel drive systems. That’s a disappointing experience on a high-dollar pickup, and given Toyota’s recent track record with engine replacement recalls in the larger Tundra, it’s not something potential customers can ignore.
Hauls and Tows, In Smaller Bites
Trepidations about longevity notwithstanding, the above-mentioned power came in handy when doing actual truck stuff with the Tacoma Limited. In the midst of a landscaping project, I filled the pickup’s 5-foot bed not once, but twice with a load of wood chips, and had no difficulty getting the thousand or so pounds of cargo home. The Limited’s rear coil springs didn’t even sag, nor did I detect any change in ride quality from the adaptive shocks outfitted to the model.
Of course, if that bed had been a little longer, I probably could have got the job done all in one go. Sadly, it’s not possible to order a six-foot bed on any other i-Force MAX model besides the $80,000 Trailhunter off-road special, for reasons I can’t quite understand. The truncation of truck beds has seriously impacted their utility, and it’s no different with the Tacoma Limited.
With the gardening out of the way I had occasion to hitch up the Toyota to a car trailer and tug my Datsun to the shop for an eyeball at some creeping rust issues. Did I mention that the paint pros in question are located 100 km away, across the northern tip of the Adirondacks?
It’s here that the Tacoma impressed me the most. There was never any hint that the truck’s shorter-than-full-size wheelbase had a negative impact on the stability of the two-ton cargo I was hauling, nor did the Toyota ever run out of breath even when accelerating up-hill under load. Again, there was no detectable effect from the trailer’s tongue weight on the rear suspension.
Did I wish for better mirrors to come with the towing package? Certainly. Did I understand why Toyota’s trailer backup assist system refused to operate? Not at all. But on the whole, the overall experience was positive enough to suggest that monster machinery isn’t necessary when tackling most tow jobs. In fact, the Tacoma’s more modest footprint made it much easier to reverse, turn around, and navigate tricky corners with a trailer attached, something that came in handy when dealing with a construction zone nightmare surrounding my destination.
Oddly, the most powerful version of the Tacoma doesn’t offer this highest tow rating, as the Limited is good for 6,000 pounds (2,699 kilos) versus the 6,400 pounds (2,905 kilos) for gas-only editions of the truck. This is likely tied to the additional mass of the hybrid system eating into the pickup’s gross vehicle weight rating.
One other weird note on the towing experience: the next day the Tacoma remained convinced that the trailer was still attached, despite it having been disconnected and safely stowed away the night before. Every time I turned it on, it told me first that there was no trailer detected, then that the vehicle’s safety systems weren’t active because of the non-existent load. This went on for roughly 10 ignition cycles before fading into a trailer brake message on start-up and then two days later, nothing.
Better, But Not Best
There’s no doubt that the Toyota Tacoma Limited i-Force MAX is more than enough truck to handle the needs of most individuals, and it manages to provide all that practicality in a package that’s easier to manage than hulking full-size models.
Still, there are a few things that give me pause before recommending this model. Although I was happy with the Tacoma’s four-door dimensions from the driver’s seat, there’s not all that much legroom for those sitting in the second row. Add to that a lack of under-seat storage (that’s where the hybrid battery is positioned), and you can’t load much into the cabin without risking tearing or dirtying the seats.
It’s also clear to me that there are several bugs that still need to be worked out with both the i-Force MAX drivetrain and the Limited’s electrical systems. On top of the issues I listed above, the power tailgate feature refused to lock itself into position at any point during my week with the truck, requiring a manual close each time. I had zero problems of any kind with the non-hybrid Tacoma I drove earlier this year, indicating that the issues may be restricted to this more complicated and fully-featured trim.
Speaking of features: for a pickup that aims at the luxury crowd, the Tacoma Limited doesn’t come across as all that precious, given its price. Yes, the leather-like upholstery is nice, but much of the cabin retains a workmanlike quality that’s a good fit for a truck with a more modest window sticker. There’s not much about the Limited that shouts “special” either inside or out, which means the mighty i-Force MAX drivetrain is doing most of the heavy lifting when convincing buyers to pony up.
Final thoughts on the hybrid Tacoma
The new Tacoma is certainly a better pickup than it was, but is it the “best” pickup when found in Limited i-Force MAX form? Buyers might be better off investigating their non-electrified options both inside the Toyota showroom and elsewhere in mid-size truck territory to get a feel for whether they’re willing to pay the premium that comes with this model—and whether they’re willing to run the risk that the Tacoma’s battery-boosted engine might not be ready for prime time.
Sign up for our newsletter Blind-Spot Monitor and follow our social channels on X, Tiktok and LinkedIn to stay up to date on the latest automotive news, reviews, car culture, and vehicle shopping advice.