Toyota has recently launched its new family of mid-size trucks, all built on the same mechanical foundation. Reviews of the new Toyota 4Runner are finally here, completing the lineup that includes the Tacoma and the Land Cruiser*. While these Mid Size Trucks share a common frame, engine, transmission, axles, and suspension, there are crucial distinctions beyond just aesthetics. This guide breaks down the key differences to help you determine which Toyota mid-size truck best suits your needs.
The new Tacoma, 4Runner, and Land Cruiser* all utilize Toyota’s robust TNGA-F frame. Interestingly, a version of this frame also underpins larger vehicles like the Tundra, Sequoia, and Lexus GX and LX. However, while the larger models boast a 3.4-liter twin-turbo V6 (with a hybrid option), these mid size trucks share a 2.4-liter single-turbo four-cylinder, also available as a hybrid.
It’s important to note that the hybrid versions across these trucks prioritize enhanced performance rather than fuel efficiency. Toyota seems to have shifted the “hybrid” concept towards power, evident in their “iForce Max” branding. Despite the similar underpinnings, the 4Runner resembles a Tacoma with a hatch instead of a bed, while the Land Cruiser* adopts a unique design. The primary differentiators lie in pricing and available options, making the selection process somewhat complex.
To simplify things, let’s focus on the aspects that genuinely matter when choosing between these mid size trucks.
While minor variations exist in approach, breakover, and departure angles due to different front-end designs and the Tacoma’s longer wheelbase, these differences are negligible in practical off-road scenarios. Especially considering most enthusiasts often upgrade to larger tires, these factory angle specs become less relevant.
Step One: Assessing Your Payload Requirements in a Mid Size Truck
Payload capacity, the difference between a vehicle’s curb weight and its Gross Vehicle Weight Rating (GVWR), is crucial. Curb weight is the vehicle’s weight ready to drive, excluding fuel. GVWR is the maximum legal weight a vehicle can bear on public roads.
Vehicle components are engineered to handle weight up to the GVWR. This applies to suspension, wheel bearings, axles, cooling, and differentials. While individual components can be upgraded for heavier-duty performance, a comprehensive overhaul to significantly increase payload capacity would be prohibitively expensive.
Payload capacities in mid size trucks are often lower than anticipated. Consider the new Toyota 4Runner Trailhunter. With a curb weight of 5,500 pounds and a hybrid GVWR of 6,505 pounds, its maximum payload is theoretically 1,005 pounds.
Image: A close-up of a Toyota 4Runner’s door jamb sticker, highlighting the payload capacity information, illustrating the real-world payload limits of these mid-size trucks.
However, real-world payload can be even less. A pre-production 4Runner, as shown by TFL, had a door jamb sticker indicating an 895-pound payload, likely due to added options. Always check the sticker on the driver’s side doorjamb of any new vehicle before purchase.
Fuel weight also impacts payload. 19 gallons of gasoline weigh approximately 114 pounds. This further reduces the usable payload. So, starting from a 1,005-pound payload figure, after accounting for fuel, you’re left with around 891 pounds for passengers, cargo, and accessories.
Consider a typical family camping trip. Two adults (300 lbs), two dogs (300 lbs), gear like Maxtrax, compressor, water, tools, fridge, camping equipment, and firewood can easily add up to 950 pounds or more. A hybrid 4Runner might be overloaded even for a standard weekend trip.
Non-hybrid 4Runners are approximately 375 pounds lighter, offering slightly more payload. The Land Cruiser has a claimed payload of 1,687 pounds (GVWR of 6,725 lbs and curb weight of 5,038 lbs). However, door jamb stickers often show closer to 1,100 pounds in real-world configurations. Tacoma payloads are advertised between 1,200 and 1,700 pounds, but similar to the Land Cruiser, 1,100-pound stickers are frequently observed.
Before deciding on any of these mid size trucks, meticulously assess your payload needs to ensure safe and legal operation.
Step Two: Maximizing Traction for Off-Road and Winter Driving in Mid Size Trucks
For off-road enthusiasts and those facing winter conditions, traction is paramount. If your driving needs are primarily on-road, a Prius might be a more suitable and fuel-efficient choice.
Four-wheel drive (4WD) systems lock axle speeds together, directing power to the wheels with the least traction on each axle. Locking differentials further equalize speeds across an axle.
While a rear locker is available on all three of these mechanically similar mid size trucks, none offer a front locker. Instead, they rely on advanced traction control electronics to manage front wheel speed. In most situations, this electronic system is effective.
For Tacoma and 4Runner models, a locking rear differential and off-road driving modes become standard starting with the TRD Off-Road trim level. The Land Cruiser* includes a rear locker across all trims.
Full-time 4WD systems are also relevant. These systems typically operate in All-Wheel Drive (AWD) using an open center differential. This center differential can be locked to engage traditional 4WD. Standard AWD, without additional features, can be ineffective off-road as it can send all power to a single wheel with no traction. However, Toyota utilizes a Torsen center differential in some models, a significant upgrade.
Toyota Land Cruiser driving in snow
The Torsen differential, also found in older Land Cruiser models, is transformative for winter driving, especially in mixed conditions of pavement, snow, and ice. It smoothly redistributes torque to the axle with more traction when one axle loses grip, without electronic intervention or abrupt shifts. This enhances stability and acceleration without driver input.
Step Three: Finding the Most Affordable Mid Size Truck with Essential Features
Considering the mechanical similarities, pricing becomes a critical factor. The most economical way to get a Tacoma with 4WD and a locking rear differential is the TRD Off-Road trim, starting at $43,295 for the 2025 model year.
For those frequently driving in snowy conditions, a Tacoma Limited trim, priced at $52,555, adds a Torsen center differential along with a rear locker.
The 4Runner TRD Off-Road, which includes meaningful traction features, starts at a considerably higher $50,060. The 4Runner Limited, featuring the Torsen differential, climbs to $58,880.
The Land Cruiser* includes both the Torsen differential and rear locker as standard, with a base price of $57,900.
These significant price discrepancies for vehicles sharing core mechanics point to a clear choice: for a mid size Toyota truck, the base Tacoma TRD Off-Road offers the best value.
Step Four: Addressing the Tacoma TRD Off-Road’s Limitations
Choosing the Tacoma TRD Off-Road over the base 4Runner TRD Off-Road saves approximately $6,765. This saving can be strategically invested to enhance the Tacoma and address its shortcomings, making it even more capable.
A primary limitation across these mid size trucks is the factory tires. They typically come with basic highway tires inadequate for off-road or challenging conditions. Upgrading to larger, more aggressive tires is a crucial first step.
Increasing tire size from a 32-inch to a 34-inch tire improves obstacle clearance and grip. Five 285/75-17 Toyo Open Country ATIIIs in C load, costing around $1,615 delivered, provide excellent all-terrain performance and puncture resistance. Mounting and balancing would add approximately $200.
To accommodate larger tires and improve suspension performance, especially when carrying loads or tackling rough terrain, a suspension upgrade is recommended. The stock TRD Off-Road shocks can overheat and fade under stress. A Dobinson’s IMS damper and spring kit, priced at $1,910, offers about two inches of lift and enhanced heat resistance. Opting for two-inch front springs (stock weight) and 2.25-inch rear springs (rated for 175-330 lbs of additional load) optimizes spring rates for added weight without increasing payload capacity.
To compensate for the 4Runner’s enclosed cargo area, adding a bed cap to the Tacoma is a practical solution. A basic ARE V-series cap, priced at $2,450, doubles the secure, weather-protected cargo space in the truck bed, offering potentially four times the cargo volume of a 4Runner. The truck bed’s wash-down capability is an added advantage.
Installation of the suspension upgrade, estimated at $600, should fit within the remaining budget. These modifications—tires, suspension, and bed cap—transform the base Tacoma TRD Off-Road into a highly capable and practical mid size truck, offering superior off-road grip, improved ride quality, and ample secure cargo space, surpassing the factory configurations of all three models in real-world usability for daily driving and adventurous expeditions.
While higher trims and options offer enhanced off-road performance, nicer interiors, greater payload in some cases, and increased durability, they come at a significantly higher cost within the mid-size Toyota truck family. For balanced capability and value, the modified Tacoma TRD Off-Road presents a compelling option.
*[Please refer to this meme for Land Cruiser clarification](https://screenrant.com/star-trek-tng-picard-riker-facepalm-popular-meme-why/).*
