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The Tacoma was introduced mid year 1995 to the US market. It was one of the first Toyota trucks engineered specifically for the US market and replaced the Hilux pickup. In 1995.5 the Tacoma was manufactured in both 4WD and 2WD models, extra cab or standard cab. To please the US market, the Tacoma offered a new strut style double wishbone front suspension with coil springs and rack and pinion steering for improved on-road handling. The Tacoma featured new body styling, more creature comforts, a larger cabin, and a longer wheel base on Extra Cab models. The rear suspension remained a live axle leaf sprung setup, with flatter and more inexpensive leaf springs. The vehicle stance was widened roughly 2" outside the frame rails.

Toyota took advantage of modern technology to bring the consumer 3 sweet new motors. The first is the 2.4L 2RZ-FE 4 cylinder, which offers 142 HP and 160 lb-ft of torque. It is equipped with dual overhead cams and a timing chain setup. The 2RZ-FE is only found in 2WD models.

The 2.7L 3RZ-FE 4 cylinder is found in both 2WD and 4WD models. This dual overhead cam engine offers 150 HP and 177 lb-ft of torque. The 3RZ also sports a timing chain setup. 1995.5 and 1996 year models use a distributor type ignition system. 1997 and later models use a distributorless ignition system (DIS). DIS replaces the ignition coil with individual coil packs at each cylinder, giving the engine computer better control of the ignition system.

The 3.4L 5VZ-FE V6 engine is also found in both 2WD and 4WD models. This dual overhead camshaft engine boasts 190 HP and 220 lb-ft of torque. The ignition also features DIS. The 3.4L's camshafts are turned by a timing belt setup.

All three engines use a timing gear on one camshaft and a "scissor" gear to turn the other.

There were also several changes in the drive train when the Tacoma was introduced. Because the Tacoma was engineered for the US market, the fuel tank was moved to the driver side and the exhaust system was moved to the passenger side. This also caused the front differential on 4WD models to be moved to the driver side. The front differential was upgraded to a high pinion design for added strength. The front differential case itself was also changed to a split case design. The Automatic Differential Disconnect (ADD) system was carried on to most Tacoma models. Manual locking hubs were an option from the factory. This rare option is normally found on 4 cylinder models.

The R150F manual transmission is found behind the 4WD V6 models. This is essentially the same manual transmission found behind the 3.0L with an improvement to the 2nd and reverse gear synchronizer assemblies.

The W59 manual transmission is found behind the 4 cylinder models. This is a slight variation from the W55 and W56 models found behind the 22R-E. The only real change was an improvement in the 2nd and 3rd gear synchronizer assemblies.

The A340F automatic transmission is used in 4WD models, both V6 and 4 cylinder. This transmission is very similar to the A340F found behind the 3.0L. A new valve body was introduced with the Tacoma to improve shifting characteristics. The C1 forward clutch was also beefed slightly. In previous models, the transfer case was hydraulically shifted and shared the same oil pump and ATF as the transmission. The A340F in the Tacoma operates independently from the transfer case.

All 4WD models use a VF2A transfer case, which is an upgrade from the older VF1A chain driven case found behind the 3.0L manual transmission models. The VF2A is also chain driven, and uses a planetary gear set for reduction. The front output was swapped to the driver side. A 2WD-4WD "switch" is an available option for this transfer case, allowing the driver to shift on the fly with the push of a button.

The rear axle housings kept a semi-float design similar to the older trucks. The rear differential also underwent some changes. An electric locking differential was offered in the TRD models. The locking differential is a variation of the traditional 8" V6 differential with a new case and carrier to house the locker.

The non-locking models utilize a beefed 8" differential also found in T100, Tundra and Sequoia models. This is often referred to as an 8.8" or 8.3" differential, but the ring gear is only 8" in diameter. However, the pinion gear and all bearings are enlarged. The carrier bearing cap is one large piece tying both sides together, further strengthening the differential. The differential assembly (3rd member) is also larger and uses a different bolt pattern. Unfortunately this makes it impossible to install the electric locker in the non-locking models without changing the entire rear axle housing.

All 4WD models use the following differential gear ratios: 3.58, 3.91, 4.10, and 4.56.

This generation of Tacoma was manufactured through 2004, and only endured a few changes. The front grille and bumper were changed in '98 and again in '01. The '01-'04 4WD models offer 16" wheels. In '98 a Pre-Runner model was offered. This is a 2WD Tacoma with a 4WD suspension and a rear locker. In '01 a double cab model was introduced and was only sold with a V6 engine and automatic transmission configuration.

The rear leaf springs were upgraded from a 2 leaf pack to a 3 leaf pack in '97, but are still prone to accelerated wear and/or breakage. In '98 Toyota lengthened the Tacoma rear springs for increased strength and ride quality. This setup is still being used today.

The Tacoma has proven to be an awesome vehicle in both mild and wild applications. Toyota continued its legacy with a tough frame, reliable drive train, supple suspension, and much more. This well engineered machine is fun to drive and makes a great platform to build from. Check out this section to find the parts necessary to fit your Tacoma's needs!

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	Suspension Drivetrain Body Protection & Accessories The Tacoma was introduced mid year 1995 to the US market. It was one of the first Toyota trucks engineered specifically for the US market and replaced the Hilux pickup. In 1995.5 the Tacoma was manufactured in both 4WD and 2WD models, extra cab or standard cab. To please the US market, the Tacoma offered a new strut style double wishbone front suspension with coil springs and rack and pinion steering for improved on-road handling. The Tacoma featured new body styling, more creature comforts, a larger cabin, and a longer wheel base on Extra Cab models. The rear suspension remained a live axle leaf sprung setup, with flatter and more inexpensive leaf springs. The vehicle stance was widened roughly 2" outside the frame rails. Toyota took advantage of modern technology to bring the consumer 3 sweet new motors. The first is the 2.4L 2RZ-FE 4 cylinder, which offers 142 HP and 160 lb-ft of torque. It is equipped with dual overhead cams and a timing chain setup. The 2RZ-FE is only found in 2WD models. The 2.7L 3RZ-FE 4 cylinder is found in both 2WD and 4WD models. This dual overhead cam engine offers 150 HP and 177 lb-ft of torque. The 3RZ also sports a timing chain setup. 1995.5 and 1996 year models use a distributor type ignition system. 1997 and later models use a distributorless ignition system (DIS). DIS replaces the ignition coil with individual coil packs at each cylinder, giving the engine computer better control of the ignition system. The 3.4L 5VZ-FE V6 engine is also found in both 2WD and 4WD models. This dual overhead camshaft engine boasts 190 HP and 220 lb-ft of torque. The ignition also features DIS. The 3.4L's camshafts are turned by a timing belt setup. All three engines use a timing gear on one camshaft and a "scissor" gear to turn the other. There were also several changes in the drive train when the Tacoma was introduced. Because the Tacoma was engineered for the US market, the fuel tank was moved to the driver side and the exhaust system was moved to the passenger side. This also caused the front differential on 4WD models to be moved to the driver side. The front differential was upgraded to a high pinion design for added strength. The front differential case itself was also changed to a split case design. The Automatic Differential Disconnect (ADD) system was carried on to most Tacoma models. Manual locking hubs were an option from the factory. This rare option is normally found on 4 cylinder models. The R150F manual transmission is found behind the 4WD V6 models. This is essentially the same manual transmission found behind the 3.0L with an improvement to the 2nd and reverse gear synchronizer assemblies. The W59 manual transmission is found behind the 4 cylinder models. This is a slight variation from the W55 and W56 models found behind the 22R-E. The only real change was an improvement in the 2nd and 3rd gear synchronizer assemblies. The A340F automatic transmission is used in 4WD models, both V6 and 4 cylinder. This transmission is very similar to the A340F found behind the 3.0L. A new valve body was introduced with the Tacoma to improve shifting characteristics. The C1 forward clutch was also beefed slightly. In previous models, the transfer case was hydraulically shifted and shared the same oil pump and ATF as the transmission. The A340F in the Tacoma operates independently from the transfer case. All 4WD models use a VF2A transfer case, which is an upgrade from the older VF1A chain driven case found behind the 3.0L manual transmission models. The VF2A is also chain driven, and uses a planetary gear set for reduction. The front output was swapped to the driver side. A 2WD-4WD "switch" is an available option for this transfer case, allowing the driver to shift on the fly with the push of a button. The rear axle housings kept a semi-float design similar to the older trucks. The rear differential also underwent some changes. An electric locking differential was offered in the TRD models. The locking differential is a variation of the traditional 8" V6 differential with a new case and carrier to house the locker. The non-locking models utilize a beefed 8" differential also found in T100, Tundra and Sequoia models. This is often referred to as an 8.8" or 8.3" differential, but the ring gear is only 8" in diameter. However, the pinion gear and all bearings are enlarged. The carrier bearing cap is one large piece tying both sides together, further strengthening the differential. The differential assembly (3rd member) is also larger and uses a different bolt pattern. Unfortunately this makes it impossible to install the electric locker in the non-locking models without changing the entire rear axle housing. All 4WD models use the following differential gear ratios: 3.58, 3.91, 4.10, and 4.56. This generation of Tacoma was manufactured through 2004, and only endured a few changes. The front grille and bumper were changed in '98 and again in '01. The '01-'04 4WD models offer 16" wheels. In '98 a Pre-Runner model was offered. This is a 2WD Tacoma with a 4WD suspension and a rear locker. In '01 a double cab model was introduced and was only sold with a V6 engine and automatic transmission configuration. The rear leaf springs were upgraded from a 2 leaf pack to a 3 leaf pack in '97, but are still prone to accelerated wear and/or breakage. In '98 Toyota lengthened the Tacoma rear springs for increased strength and ride quality. This setup is still being used today. The Tacoma has proven to be an awesome vehicle in both mild and wild applications. Toyota continued its legacy with a tough frame, reliable drive train, supple suspension, and much more. This well engineered machine is fun to drive and makes a great platform to build from. Check out this section to find the parts necessary to fit your Tacoma's needs! Back To Top Back To Products