Mid-size trucks are not exactly “mid-size” anymore. With each new generation, these trucks are getting bigger and bigger. Two such trucks that enter a new generation and have grown in size are the 2024 Toyota Tacoma TRD Sport and the 2024 Ford Ranger Lariat FX4. These two are arguably the most popular “mid-size” trucks in the world. So how do they stack up against each other?
Performance
Engine – As is the trend in today’s automotive market, the 2024 Toyota Tacoma has downsized its engine. The V6 is gone and in its place is a turbocharged 2.4L 4-cylinder that produces 278 hp & 317 lb-ft of torque (207 kW & 430 Nm). The power figure is the same as the old V6 but this new engine produces a lot more torque which is reached at much lower rpms. With the new engine, the Tacoma is more energetic about getting up to speed. It requires less input from your right foot. However, this power figure is for 2024 Tacomas equipped with the automatic transmission. Those that are equipped with the manual transmission produce 270 hp & 310 lb-ft of torque (201 kW & 420 Nm). Not too big of a difference. Additionally, a hybrid version of this 2.4L turbo engine will be available in late 2024.
The Ford Ranger by contrast, remains the same. The base engine is the 2.3L EcoBoost 4-cylinder that was available in the previous generation Ranger. Power output is the same as well at 270 hp & 310 lb-ft (201 kW & 420 Nm). Just like the engine in the 2024 Tacoma, this engine doesn’t struggle to get the truck up to speed when it is unloaded. Sadly, I didn’t get a chance to load these trucks up or to tow something. But let’s face it, most of the time they’ll be driven by just one occupant with an empty bed. The 2024 Ranger will also be available with a 2.7L V6 EcoBoost later in 2024 (available now in the United States) and there’s also the 3.0L V6 EcoBoost that powers the Ranger Raptor.
Fuel Economy – Of the two trucks, the 2024 Ford Ranger was more economical. But to be honest, the 2024 Tacoma had a slight disadvantage which I’ll mention in the next section.
The 2024 Ford Ranger 4WD is rated for 11.9 L/100km (19.8 MPG) in a city and 9.8 L/100km (24 MPG) on a highway. The 2024 Toyota Tacoma 4WD is rated for 13.2 L/100km (17.8 MPG) in a city and 10.3 L/100km (22.8 MPG) on a highway. I averaged 10.9 L/100km (21.2 MPG) and 12.3 L/100km (19.1 MPG) respectively.
Transmission – The disadvantage that the Toyota Tacoma had was its 6-speed manual transmission instead of the more comparable 8-speed automatic. The Ford Ranger has a 10-speed automatic across all engine options.
The Ford Ranger’s transmission is very good. It smoothly changes gears, almost to the point of not noticing them at all, and it reacts in a reasonable amount of time for a pickup truck. Ford has also continued to improve the tuning of this transmission as I found previous iterations to be hesitant to downshift when applying a moderate amount of throttle input. Additionally, the last time I drove a Ford Ranger, I found that the transmission kept the engine’s rpms too low which resulted in vibrations while cruising on highways. That’s not the case with this 2024 Ranger.
The 6-speed manual in the 2024 Toyota Tacoma on the other hand, is one of the worst transmissions I’ve come across. For a start, the shifter is so “rubbery” in feel that it’s reminiscent of one from a truck in the 1990’s. But worse than that is the engine rev hang. Rev hang is when the engine’s rpms do not immediately drop down to idle while the clutch is depressed when changing gears. In this truck, when the clutch is fully depressed while upshifting, the engine’s rpms actually climb by another 250 or so and then hold for about 2.5 to 3 seconds before very slowly starting to drop down. The problem is that the engine’s rpms are much higher than those of the transmission rpms which means that either the clutch has to be slipped thus inducing faster wear, or the clutch can be released quickly but it will produce a jerking motion making for an uncomfortable drive. This rev hang is further exaggerated when the iMT function is enabled. In other Toyota vehicles, such as the GR Corolla, this function automatically blips the engine on downshifts for faster and smoother clutch engagements. In this Tacoma, it doesn’t seem to want to do that. Whether it be at low or high rpms, I never noticed it blip the engine on downshifts. What it will do is make stalling the engine more difficult. With the iMT function enabled, you can slowly release and slip the clutch in 1st gear without touching the throttle pedal. That’s about it.
One thing I will say about this manual transmission is that the clutch is good to operate. The pedal is light but not so light that you can’t feel the bite point. It is distinct. But otherwise, the rev hang is atrocious and I don’t know why Toyota tuned the 2024 Tacoma 6-speed like this.
Braking – Both trucks have strong and smooth operating brakes. The pedals feel firm in both but not overly assisted. The 2024 Tacoma moves away from drum brakes in the rear to more conventional disc brakes.
Handling – Neither truck is particularly enjoyable to drive when you find yourself on more entertaining roads. Then again, neither were meant to have that sort of driving pedigree. Both have slow but direct steering with well controlled body motions through corners. Both also have a few different drive modes to choose from but the Ranger has more than just Eco, Normal, & Sport like the Tacoma. Additionally, the Tacoma with the TRD Sport package does not have a locking rear differential. It’s only available on those equipped with the TRD Off-Road package. The Ford Ranger’s limited slip differential is also optional but it is a stand-alone option and not tied to a package. 4X4 is standard on all trims for both trucks in Canada but optional in the United States.
Capability – In Canada, the 2024 Toyota Tacoma is only available as a Double Cab with either a 6-foot or 5-foot bed. But the bed length is tied to the transmission and package options. In the United States, the Tacoma is also available in the Access cab configuration but with fewer restrictions on the bed size apart from the transmission choice. 6-speed manuals seem to only be available with a 5-foot bed in the double cab configuration. The Ford Ranger in Canada is only available in the SuperCrew configuration (same as Double Cab) and 5-foot bed regardless of which trim it is.
When properly equipped, the 2024 Ford Ranger can tow up to 7,500 lbs and has a maximum payload capacity of up to 1,711 lbs with 4X4 (1,805 lbs with 4X2 for US customers). These are the numbers with the equipped 2.3L engine. The 2024 Toyota Tacoma has a max tow rating of up to 6,400 lbs and a payload rating of up to 1,570 lbs. These numbers are with the 6-speed manual transmission. With the automatic, the numbers are slightly higher but do not match those of the Ranger.
Though both trucks claim a 5-foot bed, the Tacoma’s bed is just over half an inch longer and just under half an inch taller. But it is 3.5-inches narrower between the wheel wells than that of the Ranger. Both trucks have damped tailgates and both are available with power outlets in the bed though this demo Tacoma did not have it equipped. The Ford Ranger has built-in side steps to make it easier to get into the bed.
Comfort
Ride Comfort – One big change for the 2024 Toyota Tacoma is the shift from leaf springs to coil springs on the rear axle. This change greatly improves the ride quality of the new Tacoma over the last. When unloaded, the Tacoma rides more smoothly over bumps without feeling as though the truck is crashing through them.
The 2024 Ford Ranger still has leaf springs supporting the rear axle. These provide better towing and payload capabilities. Interestingly, the ride is not too far off that of the new Tacoma. Yes, it is a bit more bouncy and jittery over certain types of bumps, but on a whole, it’s not too bad in this Lariat trim.
Interior Space – Another big change for the 2024 Tacoma is the seating position. In the previous generation, it felt as though you were sitting on the floor. Not so with the new one. The seating position feels normal, like as though it’s a normal truck. The floor is still a little high for shorter individuals so side steps may be a feature to select on the options list. Additionally, the steering wheel is tilt and telescopic now. The rear seats of the 2024 Toyota Tacoma are still tight. The truck has almost an inch less legroom than the Ranger. Headroom though is ok for my 6’4” height. The bench can be lifted 60/40 to reveal a little bit of storage space underneath the seats. But it has an effective and odd way to hold the seats up with straps instead of the simpler pull tabs of the Ranger. Additionally, the back rests can fold down to make a flat surface but you have to move the front seats forward or remove the headrests to fold them down.
The Ford Ranger provides just as much space for front occupants as the Tacoma. There is plenty of legroom and headroom for my tall stature. The floor is high up as well but the side steps aid in entry & exit. The rear seats are a bit more commodious for taller individuals but it’s not exactly an F-150 back there. Though I have more legroom than in the Tacoma, it still feels a bit tight for my above average height. The bench seats can be lifted as well to reveal some storage space but it lifts up as one piece, not 60/40 like the Tacoma. Also, the back rests can be folded but just like the Taco, the headrests need to be removed or the front seats pushed forward to fold down completely.
Noise, Vibration, & Harshness – Of the two trucks, the cabin of the 2024 Ford Ranger is quieter. There’s less engine noise, less wind noise, but about the same tire noise while driving on highways as the 2024 Toyota Tacoma. In the Tacoma, the most intrusive cabin noise is that of the engine, particularly when accelerating from a stop. This engine does not sound good at all.
Odds and Ends
Pricing – Of the two trucks, the 2024 Ford Ranger has a lower starting price. In its most basic form, you can get a 2024 Ranger for $41,870 CAD ($32,720 USD, 4X2). The 2024 Toyota Tacoma has a base starting price of $46,950 CAD ($31,500 USD, SR). In Canada, the 6-speed manual version of the Tacoma will cost you $48,540 CAD ($42,600 USD) with the TRD Sport package costing an additional $3,800 CAD. The Ford Ranger Lariat trim starts at $53,705 CAD ($43,680 USD, 4X2) while the as equipped price of this demo truck is $58,705 CAD ($49,320 USD).
Gadgets – The 6-speed manual version of the 2024 Toyota Tacoma is not the most well equipped truck but it has the right convenience features added to it. With the TRD Sport package, it has heated front seats and a heated steering wheel, 8-way power driver’s seat and 4-way power passenger seat, a power sunroof, a wireless phone charging pad, single zone automatic climate control, push button start, keyless entry, a 12.3-inch driver display, and an 8-inch touchscreen.
This Ford Ranger Lariat is a little bit better equipped with the truck having the same or similar features in addition to dual-zone automatic climate control, a B&O sound system, a 12-inch vertically oriented touchscreen, leather trimmed seats, 8-way power passenger seat and 10-way power driver’s seat. But it does not have a power sunroof. These convenience features, of course, differ between the Canadian and American markets.
Interior Design – Both trucks have different interior designs compared to their older models. In the Ford, the first thing that occupants will notice is the 12” vertical touchscreen display. It displays the SYNC 4 infotainment system which supports wireless CarPlay & wireless Android Auto. I find the system fairly intuitive to use as well as quick to respond to inputs. But like many updated Ford models, the climate controls are now integrated into the touchscreen which can be more distracting to use while driving. Happily, Ford has listened to their customers and critics and added redundant physical climate controls directly underneath the screen. There are knobs for the temperature as well as the fan speed but that’s all that’s required. I am very happy that at least one company has listened, hopefully more will follow such as Mercedes-Benz and BMW. The rest of the Ranger’s cabin is typical Ford with some leather covered pieces along the upper portions of the dash and harder plastics along the lower portions.
By contrast, the cabin of the 2024 Tacoma has been changed but not necessarily improved. Yes, physical knobs and buttons remain just like the old Tacoma. But in this Tacoma TRD Sport trim, the materials don’t really feel any better. They still have the typical plastic feel that doesn’t exude quality. But in fairness, this is not a premium trim of the Tacoma so I cannot pass judgment on other trims of the Tacoma.
Exterior Design – We got a preview of the Ford Ranger’s design last year as this generation was first released to the European market. That design carried over to the North American market the following year with broadly the same details. The overall shape is the same as before (there’s only so many ways you can make a truck) with the most significant changes being with the front fascia.
The 2024 Tacoma received a fresh new design as well with some design elements being taken from the Tundra. Other design details are new and will be implemented on the upcoming 4Runner. The Tacoma definitely looks more aggressive than the Ranger with more sharp lines and a building hood with a scoop, which is fake by the way. But the Tacoma has a gawping large air dam on its chin which thankfully can be removed with a bit of elbow grease.
Safety – The base XL trim of the Ford Ranger is equipped with some of the safety & driver aids that are available on the Ranger but Ford’s Co-Pilot 360 package is optional. This package includes blind spot sensors, lane keeping system, pre-collision assist with automatic emergency braking, rear parking sensors, and reverse brake assist. On this Lariat demo truck, this package is standard and there are no optional safety items to be added.
In the 2024 Tacoma, the base SR5 trim is equipped with a few more standard safety & driver aids but it too does not include every available feature. Some, such as the panoramic view monitor and intuitive parking assist with auto braking, are part of a package. However, front seat side airbags and front side curtain airbags are not available on any trim except those with the hybrid powertrain. This 6-speed manual version of the 2024 Tacoma is not available with any of the safety & driver aids mentioned, not even as part of a package.
Warranty – Both trucks are covered by the same 3 year / 60,000 km basic warranty and a 5 year / 100,000 powertrain warranty. For more information on Toyota’s Canadian warranty, click here. For information on USA warranty, click here. (Scroll to bottom of page)
For more information on Ford’s Canadian warranty, click here. For USA warranty information, click here.
Conclusion – In the end, I’ll be the first to admit that this is not exactly the fairest of comparisons. The Tacoma demo vehicle was not fully loaded while the Ranger was. But I can’t pick & choose the specific trucks. I’m just given what is available in the media press fleets which is why I’m the first to admit that this is not the best comparison I’ve done.
I find the Toyota Tacoma dreadful with the manual transmission. Hopefully, I’ll get a chance to review another Tacoma with the automatic transmission and one that has more options so that then I can give you all a proper assessment of this truck. But until then, I’d avoid the Tacoma with the manual transmission.
As for the Ford Ranger, it’s great. It’s comfortable, quiet, spacious, and capable. For the time being, that’s the one I’d choose if I were in the market for a “mid-size” truck.
Thank you to Toyota Canada for providing the Tacoma. www.Toyota.ca
Thank you to Ford Canada for providing the Ranger. www.Ford.ca
2024 Toyota Tacoma Gallery
2024 Ford Ranger Gallery
