Back in 2015, buying an AMG-tuned utility vehicle was not unheard of, but finding one as affordable as the then-new AMG GLA 45 was an entirely new phenomenon. Since then, they’ve only enhanced their AMG profile, so let’s check in with the latest Mercedes-AMG GLA 35 and see if we can keep up.

A quick look at the Mercedes-Benz lineup reveals they currently have more than a dozen SUVs for sale, most of which can get some level of high-performance AMG treatment. This 2024 Mercedes-AMG GLA 35 is the least expensive one you can buy, but it certainly doesn’t feel, look, or behave like a budget ride.

Styling updates are mostly limited to a new front fascia, though both head and taillights get freshened up, and there are some new wheel designs, plus a unique AMG crest on the hood for the first time. The base Mercedes-Benz GLA also gets updated, just with a much milder theme for those that are looking more for the luxurious experience instead of the AMG’s sporty theme.

Inside, drivers can take in all the carbon fiber accents, as well as put their hands on a new AMG Performance steering wheel. Mercedes has gotten rid of the touchpad controller on the center console and put a much more practical phone charger in its place, as well as added an additional USB-C port with faster charging speed. The touchscreen shares its housing with the 10-inch digital instrument cluster.

The GLA 35’s 2.0-liter turbocharged I4 has been retuned by AMG for 302 horsepower and 295 lb-ft. of torque with 48-volt mild-hybrid assistance. It’s the same setup found in the CLA 35 four-door Coupe we recently tested. The base GLA 250 makes do with 221 horsepower from its 2.0-liter turbo-4. The GLA 35 comes strictly with an eight-speed automatic transmission and AMG-tuned 4MATIC all-wheel drive.

At our test track, with AMG Race Start engaged, we hooked and booked to 60 in just 4.9-seconds despite a slight hesitation in full power delivery off the line. It launched hard even without Race Start, and the engine strongly pulled all the way down the track. Shifts were plenty quick, yet still very smooth, as while we could barely feel when they were happening, the bassy bark from the exhaust gave us a much-appreciated audible cue. Our best quarter-mile run was a 13.5 at 102 miles-per-hour.

As for handling, it was easy-peasy for this AMG. We were able to carry quite a bit of speed through our cone course with very minimal body roll and a planted feel that had us pushing harder and harder until we got it to step out on us just a little.

You can get into a base front-wheel-drive GLA for as little as $43,000, but this AMG 35 will cost you at least $57,600.

When we hear things like “the best or nothing at all,” we tend to dismiss it as Mercedes marketing speak, but that was actually a quote going all the way back to Gottlieb Daimler in the late 1800s prior to his firm joining up with Karl Benz’s. And, for the most part, it’s still the philosophy behind Mercedes-Benz today. And you can certainly feel it behind the wheel of the 2024 Mercedes-AMG GLA 35.

Many small trucks have come and gone over the years. But one that has stayed the course is the Toyota Tacoma. Dominating segment sales for nearly two decades, an all-new fourth-generation Tacoma has arrived for 2024 with some of the biggest changes in its history. So, let’s see what this new taco truck has to offer.

In the truck world, the all-new mid-size 2024 Toyota Tacoma is a really big deal. Completely redesigned, it’s now built on Tundra’s full-size high-strength steel frame. There’s also an available coil spring multi-link rear suspension, all turbocharged engine lineup, new XtraCab two-seater that does away with the Access Cab’s rear doors, improved comfort, and of course, new tech.

Now, we agree with many of you on how ridiculous the truck and SUV market has become with all the off-road packages, so for this test we ordered up an SR5, just one step up from base. It came equipped with Toyota’s 2.4-liter I4 turbo, which outputs 278 horsepower and a stout 317 lb-ft of torque when equipped with the eight-speed automatic. You can still get a six-speed manual, though the engine is slightly detuned to 270 horsepower and 310 lb-ft of torque. And just to muddy things up further, the base SR gets an even more de-tuned version with 228 horsepower and 243 lb-ft.

If you need more power than all of that, reinforcements are on the way with Toyota’s i-FORCE MAX hybrid with an electric motor integrated into the transmission for a combined output of 326 horsepower and 465 lb-ft of torque, 200 more than the old V6.

Most Tacomas will be four-door DoubleCabs which get either a 5- or 6-foot bed; two-door XtraCabs come with just the six-footer. Bed walls are slightly taller than before, and a power tailgate is now available. Max towing is 6,500-lbs.

At our Mason Dixon test track, our automatic SR5 didn’t feel overly powerful, but with a slight chirp of the tires, it was off to 60 mph in a quick 6.2-seconds. Shifts were very smooth, and though working hard, this turbo-four is much quieter than the V6.

It felt plenty stable as speeds increased, but with the standard leaf spring suspension, that “big truck” feel was evident in our slalom course as well. There was quite a bit of body roll, and the very soft feel of a lifted truck, that had us backing off early and the truck just slowly lumbering its way through the exercise. There was good steering feel, and the truck did whatever we asked, it just wasn’t in a hurry to do it. If you’re looking for a sportier car-like experience, you might want to look elsewhere in the segment, as the Tacoma feels more like a Tundra than a Rav4, which of course is what many truck buyers want.

In panic braking runs, the ABS was working overtime and there was a lot of nosedive. But, with short stops from 60 of just 108 feet, we were not surprised or alarmed.

Even with fresh styling, it remains easily recognizable as a Tacoma. Just a little more chiseled in some places, smoother in others. Ground clearance is up a tiny bit, with a max of 9.5 inches allowing for 33-inch tires. The biggest visual changes are inside, where the Tacoma has finally joined the 21st Century. Standard infotainment touchscreen is 8 inches, paired with a 7-inch gauge cluster. Higher trims get a 14-inch touchscreen and 12.3-inch digital gauge display. Seats feel great up front, although it doesn’t feel any roomier than before. Rear seat legroom is still tight for adults, but there is more storage underneath the seats.

Government Fuel Economy Ratings for an SR5 4X4 automatic are 20-City, 23-Highway, and 21-Combined; we averaged 21.3 mpg of Regular. For a slightly worse than average Energy Impact Score; 14.2-barrels of annual oil consumption, with 6.9-tons of CO2 emissions.

Pricing starts with SR at $32,995 and our SR5 coming in at $37,695; from there it works through several TRD levels to arrive at top Limited at $53,595. Four-wheel drive is standard on Limited and most TRD trims, available in all other trims except for the TRD PreRunner, which is rear-wheel drive only.

Pickup trucks of all sizes continue to be incredibly popular here in the U.S., and we’ve certainly seen a resurgence of compact and midsize trucks recently. Tacoma fans will be happy to know that their midsize 2024 Tacoma hasn’t gone soft. It’s more rugged than ever. Designed here, with American buyers in mind, the new Tacoma is the modernized version of their beloved pickup that Toyota fans have been waiting for. So, Happy Taco trucking!