Whereas the Toyota Tacoma has embraced many of the traits of other mid-size pickups as part of its redesign, the Nissan Frontier has stuck more closely to its roots. The former now offers hybrid power while the latter has become the only pickup in its segment offering six cylinders on the base trim.
With full-size pickups having grown almost comically large and featuring MSRPs that match in terms of ridiculousness, middle-weight trucks have become much more desirable in recent years. However, they’re likewise undergoing some changes that have made them a little polarizing.
Toyota’s bastion of reliability, the Tacoma, is now riding on the TNGA-F platform that underpins practically everything in the brand’s lineup that is not a small crossover or traditional car. With the V6 abandoned, all models are now powered by various versions of the brand’s 2.4-liter turbo (including the hybrid variants). Base-trimmed models offer up 228 horsepower and 243 lb-ft of torque, with the pricier “i-FORCE MAX” hybrid version topping out at 326 hp and 465 lb-ft. While Toyota does offer the truck with a six-speed manual transmission, the vast majority will be shipped with an eight-speed automatic.
Nissan’s Frontier is a little less complicated. Literally every version of the truck comes equipped with a 3.8-liter V6 playing host to 310 hp and 281 lb-ft of torque. A nine-speed automatic transmission is the only option for the current model year.
In terms of fuel economy, the Nissan offers a claimed 18 MPG in the city and 24 MPG on the highway on the rear-drive models. Going 4×4 with the Frontier brings those numbers down to 17 city and 22 on the highway. Meanwhile, the hybridized Toyota is supposed to offer up to 22 MPG city and 24 MPG on the highway. That’s only slightly better than the 18 city, 23 highway offered from the Tacoma’s most efficient non-hybrid 4×4 options and the 20 city, 24 highway claimed by the base, rear-wheel drive SR5 trim.
The above would seem to give the Toyota Tacoma the efficiency advantage. But the difference is pretty narrow and you’d be unlikely to notice any difference in your bank account unless you’re putting a staggering amount of miles on your truck every year. We’d argue that the real story is how little downsizing powertrains has done for the segment’s fuel economy.
For those worried about range, the base Nissan is supposed to be capable of over 500 miles between fill ups (assuming you’re spending all of that time on the highway) due to the fact that it plays host to a fuel tank that’s about three gallons larger than what’s inside the Toyota. Still, the difference is negligible and hinges heavily on trim, tires, and whether or not you purchased a 4×4.
In terms of moving weight, the Nissan has a slight advantage. Properly equipped, the Frontier can tow up to 7,150 pounds with a maximum payload capacity of 1,620 pounds. Toyota’s Tacoma tops out at 6,500 pounds with a maximum payload of 1,705. Nissan also tends to offer slightly better towing across trims.
Driving impressions are a little different. While base versions of the Nissan are technically more powerful than base versions of the Toyota, it’s the Tacoma that feels a little more peppy. This is because Toyota’s turbocharged engine makes peak torque sooner than Nissan’s V6. Regardless, both vehicles should reach 60 mph in the very low seven second range and cruise through the quarter mile in under 15.5 seconds.
While the Tacoma should have a slight edge in any prospective drag races, its stop speed is electronically limited to 106 mph. The Frontier is also limited, albeit at the slightly speedier pace of 113 mph. Braking is supposed to be a little better inside the Tacoma, though the above again hinges on what tires you've fitted to the vehicle.
Ultimately, the Tacoma feels slightly more modern and offers additional electronic nannies than the Frontier. Toyota offers forward-collision warning, automated emergency braking, adaptive cruise control, lane-departure warning and lane-keeping assist as standard equipment. Nissan just has automated emergency braking with pedestrian detection, lane-departure warning, and adaptive cruise control. Toyota also has more features available. But it’s hard to say if any of it is something most drivers actually need.
In terms of amenities, Toyota has more bells and whistles available. But I’d argue that there’s not really that much difference between the base trims and Nissan is trying to close the gap with its tech additions for the 2025 model year. If all you care about are the fundamentals, both interiors are handsome enough with the Tacoma perhaps being slightly more interesting. However, Nissan’s “Zero Gravity” seats are decidedly more comfortable and it’s probably the truck I’d want to take for an extended road trip.
Both vehicles have taken heat in the past for not offering tons of space for rear-seat occupants (especially if you option longer beds). While Toyota supposedly addressed this, and technically offers more legroom than before, it doesn’t really feel any bigger than the Nissan.
Toyota’s Tacoma is new for the 2024 model year and has been a source of contention among the automaker’s die-hard fan base. The brand has been known for producing some of the most reliable vehicles on the planet for decades. But some of the changes it’s been making to its lineup are making people worried that those days are now in the rearview.
Some of the fears pertaining to the Tacoma are spilling over from problems customers are having with other models. For example, the larger Tundra pickup was recalled after machining debris left in the engine during manufacturing. But there have been some allegations thrown at the new Tacoma as more customers get their hands on it.
Most claims focus around alleged transmission failures and assertions that the truck's fuel economy is worse than advertised — despite Toyota running with a smaller engine for the current generation.
While your author would certainly cite some older Toyota models as likewise being a little thirstier than you might expect, transmission problems are certainly the bigger issue. Customers seem concerned about shrinking engine sizes and added complexity. Despite loads of trucks in this class being equipped with smaller engines featuring forced induction, Toyota was one of the last brands to make the switch.
The assumption was that larger and less-complicated motors would be placed under less mechanical stress and therefore last longer. Simplicity has long been part of Toyota’s overarching philosophy. However, the company’s 2.4-liter i-FORCE turbocharged four-cylinder and i-FORCE MAX hybrid powertrains are significantly more complicated than the 2.7-liter 2TR-FE I4 and 3.5-liter 2GR-FKS V6 the truck used to come with.
They also make quite a bit more power than those older (albeit famously durable) engines, leading some to believe that they won’t be nearly as robust. However, strict emissions requirements are effectively forcing every automaker down this road. We likewise know that Toyota is capable of building exceptionally reliable hybrid vehicles, perhaps indicating that this is much ado about nothing.
By contrast, Nissan is still running the Frontier with the 3.8-liter VQ38DD V6, which boasts significantly more displacement than what’s presently on offer from Toyota. The VQ engine line is also one of the brand’s best. That alone might be enough to convince some to buy from Nissan. But the Frontier is dependent upon direct injection, which offers performance advantages but frequently leads to carbon buildup that necessitates additional maintenance.
Toyota likewise uses direction injection but supplements it with traditional port injection as a way to keep the valves cleaner. This again adds complexity to the engine (more injectors) but it should simultaneously solve the carbon buildup problem many modern direct-injection vehicles are experiencing.
Overall, the Nissan is technically the older design. It still uses some analog instrumentation and very little has changed in terms of the frame or suspension. While the springs and dampers are calibrated for the newer models, the rest of the hardware looks to have been lifted straight from the previous generation — which isn’t necessarily a bad thing. It certainly doesn’t make the Frontier appear to be on the cutting edge. But it does mean better parts accessibility and that’s something people who want to push their truck extra hard as an off-roader or working vehicle will certainly appreciate.
Considering how a lot of modern design cues have turned out to be utterly despised by drivers, Nissan clinging to the past may not be a bad thing. However, Toyota’s Tacoma is also still sort of an unknown quantity. Growing pains are fairly common whenever tried-and-tested vehicles undergo a redesign and the previous Tacomas (along with the related models) were about as beloved as the manufacturer could have hoped for. We also anticipate that Tacomas will have extremely robust aftermarket support if the past generations are anything to go by.
Assuming brand loyalty isn’t a factor, a shopper’s final decision will presumably hinge on pricing and the available trims. But the MSRPs are extremely close until you get into the top trims. The 2024 Toyota Tacoma SR starts at $32,995 and is relatively bare bones. Meanwhile, the similarly basic 2025 Nissan Frontier S starts at $33,560. Jumping up a trim level puts the Tacoma SR5 at $37,695 and the Frontier SV at $35,900. However, Nissan has upped its tech game going into 2025 whereas Toyota is assumed to give the Tacoma a modest price increase without making any real changes.
The off-road trims are quite a bit more expensive. But you do get all the relevant (and cool-looking) ORV goodies. Toyota’s TRD PreRunner, TRD Sport, and TRD Off-Road begin at $39,595, $40,895, and $43,295 respectively. By contrast, Nissan’s Pro-X and Pro-4X are supposed to retail for $39,980 and $43,280.
However, the sky is really the limit over at Toyota. While its Limited pickup is extremely well equipped, it starts at $53,595 before options. I don’t think it’s even possible to configure a top trimmed Nissan Frontier SL with the longest bed and just every accessory the company offers for much more than $50,000. Meanwhile, Toyota will happily tack on several thousand dollars for customers optioning a hybrid model and we haven’t even gotten into the $62,900 Toyota Tacoma Tailhunter and $63,900 TRD Pro.
Truth be told, it probably doesn’t even make sense to mention the pricier hybridized Toyotas in this matchup. Someone considering any of those likely isn’t cross shopping a Nissan Frontier. But maybe they should be. I’ve been told by Frontier owners that it offers a more analog and old-school experience plenty of modern off-road trucks lack.
Some have even said they’re convinced it’s better on-road, too. But the Toyotas have many more off-road party tricks at their disposal (e.g. sway bar disconnects, more low-end torque, extra computerized crawl helpers). It’s arguably working smarter, rather than harder.
While I don’t spend enough time off road to have much of an opinion on the above, the concept that modern vehicles are losing their individual personalities does make sense to me and it seems like the Tacoma may be suffering from that here. But there are plenty of other factors to consider when deciding between these two vehicles or any other mid-size pickup for that matter. Considering that Toyota and Nissan’s warranties are functionally identical, this matchup ended up being far closer than anticipated.
What say you? Are the reliability concerns surrounding the Toyota Tacoma as it transitions between generations overblown or is this tech-forward mindset undermining its value? Has the Nissan Frontier managed to retain the qualities that are ultimately more important to consumers or is it just a dinosaur lacking the features of its more-modern rivals?
[Images: Nissan; Toyota]
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