2024 Toyota Tacoma vs. Ford Ranger vs. Chevy Colorado: How They Compare
Consider it divine providence that the entire mid-size pickup truck segment is all-new at exactly the same time. The Chevrolet Colorado, Ford Ranger, and Toyota Tacoma have all entered new generations within the last year. This segment was full of ho-hum old metal for a long time, so it’s time to line these trucks up and see how their early specifications compare.
2024 Toyota Tacoma lineup.
Toyota
Powertrain
The base Tacoma SR comes with a turbocharged 2.4-liter inline-four gas engine making 228 horsepower and 243 pound-feet of torque, mated to an eight-speed automatic transmissions. Moving up into other trims increases the engine output to 278 horsepower and 317 pound-feet; however, opting for the six-speed manual drops those figures to 270 and 310, respectively. Buyers can also electrify themselves with a 2.4-liter hybrid powertrain that boosts output to 326 horsepower and 465 pound-feet.
2023 Chevrolet Colorado lineup.
Chevy
The Chevy Colorado also comes with three powertrain options, all of which are based on a turbocharged 2.7-liter I-4 and an eight-speed automatic. The base configuration produces 237 horsepower and 259 pound-feet, while the Turbo Plus setup hikes those figures up to 310 and 390. The Turbo HO (High Output) powertrain, which is standard on ZR2 and optional elsewhere, uses software to push the torque even higher, to 430 pound-feet.
The 2024 Ford Ranger comes with two non-Raptor powertrain options, both of which mate to a 10-speed auto. The base turbocharged 2.3-liter I-4 makes 270 horsepower and 310 pound-feet, while opting for the beefier 2.7-liter V-6 will grant you 315 horses and 400 twists. The more hardcore Ranger Raptor bulks up even further, with a 3.0-liter V-6 making 405 horsepower and 430 pound-feet.
2024 Ford Ranger lineup.
Ford
Towing and Hauling
Toyota has not yet divulged full specifications for the 2024 Tacoma (not the last time we’ll say this here). While we don’t have towing and payload figures for the whole lineup, we do know that the non-base 2.4-liter can tow up to 6500 pounds, with the 2.4-liter hybrid not far behind at 6000 pounds. The only available payload figure is for the hybrid, at 1709 pounds.
Chevrolet’s Colorado can tow a bit more, but it hauls a bit less. Nearly every trim can tow up to 7700 pounds, although the base WT and LT trims require options to do so; the ZR2 only manages 6000 pounds, same as the Tacoma hybrid. WT and LT Colorados can haul the most, at 1684 pounds, with Trail Boss and Z71 trims capable of 1587. The ZR2 is clearly not meant for hauling as much, as it can only muster 1151 pounds out back.
The story is similar with the Ford Ranger, although its capability is broken down by drivetrain. Both two- and four-wheel-drive variants can tow 7500 pounds, with 4×2 models hauling 1805 pounds and 4×4 models just below that at 1711. The Ranger Raptor is a little less capable, with a 1411-pound payload capacity and a max towing weight of 5510 pounds.
Suspension and Brakes
The 2024 Tacoma is littered with new suspension bits across the lineup. SR, SR5 XtraCab and TRD PreRunner variants continue to run leaf springs in the rear, but other trims pick up a multi-link suspension instead. Different grades have different shocks: TRD Off-Road sports Bilstein monotubes with remote reservoirs, TRD Pro wears Fox adjustable internal-bypass shocks, while Trailhunter rocks ARB’s Old Man Emu monotube shocks. If you’re after more on-road comfort, the Limited variant uses Toyota’s adaptive dampers.
Things are a bit simpler on the Colorado. Non-ZR2 models sport twin-tube shocks with rear leaf springs. As before, the ZR2 upgrades to Multimatic’s DSSV dampers. That’s it. Nice and easy.
The Ford Ranger isn’t any more complex. Standard models come with rear leaf springs and outboard shocks. The Ranger Raptor uses a coil-over setup with adaptive Fox Live Valve dampers, and the rear ditches the leaf springs in favor of a Watts-style getup with trailing arms.
All three trucks now come standard with four-wheel disc brakes. Welcome to the future, Toyota.
Off-Road
Toyota has only divulged off-road-specific specifications for the Tacoma TRD Pro, and it’s unclear when figures will arrive for all the other variants. The TRD Pro offers 9.5 inches of ground clearance and 11 inches of running ground clearance; in addition, it offers a 33.8-degree approach angle, a 23.5-degree breakover, and a 25.7-degree departure angle.
The Colorado offers between 7.9 (WT, LT) and 9.5 (Trail Boss) inches of ground clearance, rising to 10.7 inches on the ZR2. The Z71 offers 29.1-degree approach, 19.5-degree breakover, and 22.3-degree departure angles; the Trail Boss is a little better at 30.5, 21, and 22.4 degrees, respectively. The ZR2 is obviously the king of the trims—approach is a meaty 38.3 degrees, breakover is 24.6 degrees and departure is 25.1.
Ford also uses running ground clearance, which measures 8.8 inches on rear-drive models and 9.3 inches with four-wheel drive, rising to 10.7 inches on the Raptor. 4×2 Rangers offers 29.2-degree approach, 21.8-degree breakover, and 25.1-degree departure angles, improving to 30.2 degrees, 23.0 degrees, and 25.8 degrees (respectively) in 4×4 guise. The Raptor has them both beat, though; the angriest Ranger promises a 33.0-degree approach, 24.2-degree breakover, and 26.4-degree departure.
Size and Weight
The Taco comes in both two-door and four-door variants, with the former offering a six-foot bed and the latter offering a choice of five- or six-foot beds. The Colorado’s five-foot-two-inch bed is all Chevy offers, and the Ranger’s sole bed comes in at five feet even.
We don’t have too many dimensions from Toyota yet, but we have a few, and there are plenty available from both Chevy and Ford. The Ranger’s 128.7-inch wheelbase is a bit less than the Colorado’s 131.4-inch span, but the Tacoma tops them both at 131.9 inches. The Colorado is the tallest of the three. Inside, headroom is nearly even between the Ranger and Colorado, as is rear legroom; Toyota remains tight-lipped on any interior measurements.
However, curb weights couldn’t be more different—the Ranger’s manufacturer estimates range from 4203 to 4415 pounds, while the Colorado ranges from 4716 to 4971 pounds. The off-road variants are pretty close, though, with Colorado ZR2 weighing 5298 pounds to the Ranger Raptor’s 5325. As for the Tacoma, we’ll have to wait to find out.
2024 Toyota Tacoma.
Toyota
Tech
The 2024 Toyota Tacoma’s lower grades get a seven-inch gauge cluster and an eight-inch infotainment display, with higher grades growing to include a 12.3-inch digital gauge display and a 14-inch center touchscreen. Wireless smartphone mirroring is available, while three USB-C ports are offered in the front row, with the option to add more for rear-seat passengers. Keyless start is standard, and with the connected-car subscription enabled, certain devices can use a completely digital key.
2024 Ford Ranger Lariat.
Ford
The Ranger’s tech offerings are slightly larger on base models, with an eight-inch digital gauge cluster and a 10.1-inch central display standard, each growing to a respective 12.4 inches. Chevrolet has democratized its tech a little better, with every variant receiving the same 11.3-inch infotainment touchscreen with standard wireless smartphone mirroring.
2023 Chevrolet Colorado Z71.
Chevrolet
Price
Since all three vehicles are new, and only one is actually on sale as of this writing, pricing information remains light. The Tacoma’s pricing likely won’t appear for a while yet, as it goes on sale later this year. A base 2024 Ranger XL will set you back $35,755, while the Raptor is a bit dearer at $58,555.
Colorado pricing is already established, though. A base two-wheel-drive Colorado WT will run you $30,695, while the 2WD LT will set you back $33,095. Stepping up to the beefier Trail Boss brings the total to $38,495, with the Z71 asking $41,395. At the top of the lineup, the hardcore ZR2 can be had for $48,295, a relative bargain over the Ranger Raptor.
Senior Editor
Cars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree.
