2016 Toyota Tacoma Review - Full-size Silent Assassin

Aaron Cole
by Aaron Cole

2016 Toyota Tacoma 4×4


3.5-liter D4S (direct and port injection) Atkinson cycle V-6 with variable valve intake and exhaust (278 horsepower @ 6,000 rpm; 265 pounds-feet @ 4,600 rpm).

2.7-liter DOHC I-4 with variable valve intake (159 horsepower @ 5,200 rpm; 180 pounds-feet @ 3,800 rpm)


Standard 5-speed manual (2.7-liter); optional 6-speed automatic with ECT (2.7-liter)

Standard 6-speed manual (3.5-liter); optional 6-speed automatic with ECT (3.5-liter)

Fuel Economy Ratings

19 mpg city/ 21 mpg highway/ 20 mpg combined (2.7-liter 5-speed manual 4×4)

19/23/21 (2.7-liter 6-speed automatic 4×2)

19/22/20 (2.7-liter 6-speed automatic 4×4)

19/24/21 (3.5-liter 6-speed automatic 4×2)

17/21/19 (3.5-liter 6-speed manual 4×4)

18/23/20 (3.5-liter 6-speed automatic 4×4)


Prices start at $24,185 *and go up to $38,705*.

*Price includes $885 destination

Let’s get this out of the way first: there is no groan long enough or loud enough for how I feel about the 2016 Toyota Tacoma’s ballyhooed interior GoPro mount. The 30 cents of branded plastic to film your “eXtreme!” adventures feels more contrived and commercially unnecessary than a TedX talk at your nearest community college. It’s there, it’s usable and I want to talk about the tens of thousands of other parts around that windshield mount.

For the most part, the world of mid-sized pickups has stayed the same since the Clinton administration. (I mean Bill’s years for anyone reading this in 2017.)

Updated slightly in 2005, but mostly unchanged since the 1990s, the Toyota Tacoma has stayed firmly ahead of its time despite playing catch up to the full-size galoots. What I mean is, the Tacoma has a habit of selling far more at the end of its lifecycle than it does at the beginning. Go fig.

For example, take the last year for the Tacoma. Despite being a truck that hasn’t changed much for 10 years, the Tacoma managed to sell more than 17,000 trucks in July, its best sales month ever, en route to 180,000 sales this year, which would be its best sales year, ever. By volume, the Tacoma is the fifth best-selling truck in America, just behind the GMC Sierra, and well behind the three domestic full-size big boys. (The, um, new Tundra was sixth, by the way.)

Plummeting gas prices has helped moved metal, and so has cheap money, but the Tacoma is a very, very solid pickup and the growing chasm between reality and the price of a full-size truck leaves something to be desired for $25,000-$30,000 out the door.

So why fix something that isn’t broken? Toyota said it had nothing to do with Chevrolet and GMC hopping into the mid-size market with the Colorado and Canyon respectively. It doesn’t even have anything to do with the new Nissan Frontier coming to market soon too.

Nope, Toyota says it updated the Tacoma to step on the necks of the others and bring forward the Tacoma into the 21st century. This is as close as Toyota will get to going for the jugular.


The Tacoma falls into the corporate lockstep by following closely the Tundra’s front-end design. Its chunkier face, with a more open trapezoidal grille, is bookended by two LED headlights with daytime running lamps and a more angular hood. The Tacoma’s lower jaw gets a little bit of an underbite this year with its black cladded front air dam, and the fog lamps are now visually connected with black plastic all the way across its front.

From the side, the Tacoma looks virtually unchanged from last year, and the rear end would be the same story if it weren’t for the stamped tailgate with the words “TACOMA” to tell the world what you’re driving. The rear bumper is in three pieces, which is handy for something that probably will see a lot of action in its lifetime, but the front bumper is still one piece, which seemed weird.

The Tacoma’s handsome proportions stay the same. The hood looks like it takes up more than one-third of the overall 127.4-inch wheelbase (140.6 with a long bed) and the rear end takes more than a third as well. The Tacoma’s two cab configurations — Access and Double Cab — gets sandwiched in the middle, which gives the Tacoma a muscular, compact look.

According to Toyota, more than 80 percent of the Tacomas on the road will be Double Cabs, 85 percent will be V-6, and 97 percent will be with an automatic transmission. Consequently, it wears the four doors most naturally, with the shorter Access Cab models looking somewhat incomplete. All of the models we had a chance to drive were four-door, V-6, automatic and 4×4, so we can’t really report on any variation outside of that.

(P.S. Reps from Toyota said the only people who actually buy four-cylinder Tacomas are Northeasterners who are likely to be upset that the “low boy” 4×2 is gone for this generation, and that they only account for 1 out of every 10 sales.)

All of the 2016 Tacomas will be built on the same tall chassis, regardless of whether they have a transfer case. Whether by design or by accident, the deeply black wheel wells hide the Tacoma’s wheels and tires, and it was hard for us to tell the difference between the available 16-, 17- and 18-inch wheel sizes. (The latter is standard on Limited trim only.)


The interior of the 2016 Tacoma received more extensive improvements than the exterior did. Inside, most Tacomas will wear either a 6.1- or 7-inch touchscreen display with Entune apps, six speakers, Bluetooth, USB connectivity, and Siri Eyes Free. For the most part, the system is easy to use and straightforward, except the integrated navigation system commits the cardinal sin of not being usable when the car is in motion. Like other writers here, I sincerely wish automakers would use the passenger-side airbag sensor to determine whether someone else were riding along and unlock commands when a passenger is present. It would be helpful to use that touchscreen sometimes.

A useful 4-inch multifunction display in the instrument cluster relays vital information (and looks like a Camry, by the way) including tire pressure, temps and fuel range. Thankfully, the Tacoma’s outdated tachometer and speedometer have been replaced with smaller, plainer dials that ditch the white halo and just give me the straight dope.

The interior, including door inserts, dash and seats, are a stitched together combination of medium-grade fabrics, passable vinyl and touchable, textured hard plastics. In all, I’m thankful that the Tacoma is so readily rough and tumble — especially in lower trims — but I don’t feel the same way about its touchscreen infotainment system. I’ve coated one of those things in dust before and it’s a mess to clean. It also doesn’t feel like it’d be particularly useful with gloves on.

Thankfully, every trim above the SR model (which goes SR5, TRD Sport, TRD Off-Road and Limited) gets a leather-wrapped steering wheel that’s firm and comfortable to grip, albeit with limited telescoping ability.

Last generation’s Neolithic climate control knobs have been replaced with a more modern, compact LCD system (dual-climate controls are standard in Limited, available in TRD Off Road and Sport packages) that’s easy to read and isn’t lifted from any other Toyota that I recognize. I like that.

Gated shifter? Check. Hand operated parking brake? Check. Better transmission boot around the shifter? I can’t fault any of these things.

I would, however, like for Toyota to revisit the ergonomics of its steering wheel-mounted controls. Anyone who can naturally find the volume control without looking gets a cookie. It’s impossible.

(Interior images provided by the manufacturer)


The biggest news this year is the outgoing 4-liter V-6, which is giving way to a smaller, more potent 3.5-liter Atkinson cycle V-6 with direct and port injection.

And the latter mill makes the most of available technology from Toyota. The Tacoma is the first Toyota-branded vehicle to use direct and port injection (direct is used to make lower speeds more efficient, port is used at higher rpms to boost available output) and the first truck application for that system. Paired with a smaller displacement and an Atkinson cycle, the new Tacoma powertrain manages 15 percent to 20 percent better fuel economy, all while gaining 42 horsepower. The only sacrifice: the Tacoma loses its distinctive roar.

The 4-liter’s noise is gone and has been replaced by the quiet hum of the 3.5-liter V6. Although Toyota never wants to use the word Tacoma and Camry in the same breath, their relationship is undeniable. The new Tacoma drives like a Camry, and that’s not altogether bad.

Toyota didn’t make available its I-4, nor did they want to talk about it all that much. Including that engine in the newest generation of Tacoma didn’t wholly make a lot of sense to me, and I wouldn’t be completely surprised if a version of their turbo four (beefed up for truck duty) made its way into the lineup sometime soon.

Power is handed off to the Tacoma’s 6-speed automatic (for both I-4 and V-6), 5-speed manual (I-4 only) or 6-speed manual (V-6). The smooth-shifting automatic had an easy time keeping the revs low on the street, but required more guidance off road. Without using ECT (gear holding) or engaging the Tacoma’s low-range, the truck searched for gears on dirt roads and felt a little too eager to shift up. That could be inevitable to achieve higher fuel economy ratings, but it’s noticeable.

In TRD Off Road packages the Tacoma gains a crawl control feature that famously unsticks it from sand, or traverses down a mountain. You could make a case that serious off roaders who are interested in banging their Tacomas around the mountain probably don’t need automated throttle controls or advanced hill descent features, but I don’t know many people who could manage to unbury all four wheels. Bring on the robots.


It takes an enormous amount of confidence to update a truck that’s selling so well now, and Toyota is smarter than to stifle its own success.

In reality, Toyota didn’t do much to its Tacoma that couldn’t have been done before. A different head unit, some better interior materials and better packaging isn’t revolutionary — they’re evolutionary.

The 3.5-liter V-6 does its best to replace an engine that wasn’t great to begin with, and it’s a solid start. The Tacoma is a comfortable drive and a capable off roader.

The Tacoma doesn’t go for the throats of the other mid-size truck makers, and it certainly doesn’t exhibit any killer instinct. In reality, the Tacoma is just a killer pickup, and that’s it.

Aaron Cole
Aaron Cole

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2 of 57 comments
  • Mermilio Mermilio on Aug 18, 2015

    Thanks Aaron Cole, you write about how the biggest changes to the new truck are in the interior. And then only include ONE PICTURE of the interior.

  • TL TL on Aug 25, 2015

    Sadly, the 2016 Taco is only a "full size assassin" if it is priced appropriately. If the leaked pricing sheets are correct, prices are up ~$3000 over the 2015 model for a TRD Off Road with some options. At that price it is within $2k of the MSRP for a similarly equipped Tundra or F150. With it unlikely that Toyota is going to put much cash on the hood of a brand new model, the real world pricing has the full size trucks at or below the price of a Tacoma. The math has me rethinking my planned November purchase.

  • Ajla No, with a "classic" I want the entire experience, not just the styling exercise so I'd have zero desire to remove the period engine**. With a normal 3-7 year old used car such a conversion being economical while I'm still above ground seems unlikely. **If the car is already ripped apart then whatever but otherwise I lean heavily to no major alterations.
  • Jalop1991 Whole lotta EV hate here.
  • 28-Cars-Later They were mocked as whales in their time but the last B-bodies really were ideally suited for decades of family use and long distance travel.
  • 28-Cars-Later "Naturally, GM turned to its most tech-forward engineering team to work on the [Cadillac] Northstar: Oldsmobile."The most GM phrase I have seen yet.
  • Carson D The automotive equivalent of necrophilia appeals to people who have no redeeming social value.