2025 Toyota Tacoma TRD Pro review: It costs how much?

The top Tacoma is back. For a price.

2025 Toyota Tacoma TRD Pro review by The Road Beat

Words and pictures: Mitchell Weitzman

Term limits are a hot topic among modern politics. Despite calls for finite limits to how long a senator can serve, we ought to really be talking about Toyota and their treatment of their trucks over the years. The last Tacoma remained in office for over 20 years. Same for the 4Runner. Graciously, Toyota did finally throw in the towel to reinvent an all-new model, which has been well-received by the majority of the motoring press, including myself. But the one that arguably matters most is how their new flagship fares as an icon for both the model and brand. And it better be good, because this exact Tacoma costs $67,125.

Picks

I admit I was lukewarm when the new Tacoma was first shown in pictures. Seeing one in person for the first time didn't help either, but slowly, as the doctored-up TRD Sport and Off-Road models arrived, the looks began to grow on me with their squared-off and aggressive stance. Still, next to the TRD Pro, those lesser editions look timid and underwhelming as the Pro looks absolutely mighty. Wider, taller, wearing bigger tires, and all sorts of attitude-adjusting accessories make this look ready to make the trek to Dakar. By the way, the color is literally called "Mudbath," and it's highly recommended.

Next to impress is the expectedly wonderful suspension and off-road kit. After sampling a TRD Off-Road model on dirt and washboard roads, I couldn't think how it could be topped, but the Pro delivers with increased compliancy and composure. Ground clearance also grows to allow easier time gliding over whatever rocks and obstacles you're pummeling. Lots of tech is integrated to make off-roading even easier, but with the mechanical aptitude, they're largely unnecessary except maybe for a novice still learning the ropes.

Yet, that's not the highlight feature of the TRD Pro's chassis, with that honor belonging to how well it drives on paved roads. The last Tacoma I tested was overtly stiff in daily driving, bouncing passengers around badly enough to mistake it for a heavy-duty diesel pickup. The ride here is still firm, but it's now far more tolerable and comfortable across a wide variety of roads. Handling doesn't take a noticeable dip either, and while there is body roll and understeer, you can confidently throw this Tacoma into curvy backroads at a surprising enough pace to make passengers car sick if you wanted.

Nicks

Well, it starts with the price, because at nearly $70,000, this is one expensive Tacoma—let alone Toyota. It's also even more expensive by a good chunk than some of GMC's flagship Canyon AT4X models and/or the Colorado ZR2. And for that kind of dough for such a specialized tool with the name Tacoma, it's just frankly not worth it. As a reminder, the Tacoma TRD Pro just a year earlier topped out below $60,000.

While the cabin is nicer for a Tacoma, it's definitely not worthy of the asking price. Plus, there are some real cheap points inside, like the red center stripe on the steering wheel being completely uneven, interior door grab handles that flex outward at each pull, flimsy 4WD rotary selector switches that feels like a toy, and there's the classic sagging glovebox. For a Toyota, I would expect better quality standards.

There are also some silly shock absorbers built into the back of the front seats which do very little for comfort, yet destroy legroom in an already cramped back seat. The front seats are at least supportive, but the bottom thigh bolsters are so prominent that they make getting in difficult. Even with my modest 5'10" frame, I had to crane my neck to avoid bonking my head on the door frame due to having to climb over the lower bolster. Another issue with the seats themselves is the adjuster for the back rest becomes totally blocked by the seatbelt once fastened, making it nearly impossible to recline or straighten the seat once in motion.

As with most other modern Toyotas, there are a host of safety systems on by default, and they are often more intrusive than helpful. Take for example the lane departure warning and intervention that tugs at the wheel so early that it becomes unsettling, often feeling like the truck is trying to steer away from you—especially when exiting lanes or merging via onramps. The overhead cameras are crisp and helpful, but they turn on automatically each time you come to a stop—even at a signal or stop sign—and take over the whole screen. You can disable this, but then it won’t turn on automatically like you might want it to when approaching a tight parking situation; The sensitivity and proximity trigger is way too compromised.

Unfortunately, all Tacoma TRD Pros come standard with Toyota’s new so-called i-FORCE MAX hybrid engine setup, adding to the bloated cost. On paper, things sound great, bringing an uptick in horsepower to 326 and torque swelling to a colossal 465 lb-ft. But with that electric assist comes the penalty of weight, and that comes out to about 5,400 pounds as reported by Car and Driver when filled with fuel at the curb. For comparison’s sake, the old Tacoma TRD Pro weighed nearly 1,000 pounds less. That's also about 700 pounds extra compared to the non-hybrid TRD Off-Road I last tested via verified independent weighing.

With all that extra poundage, 0–60 MPH takes longer than regular Tacomas, needing 7.7 seconds versus seven flat. Even though it's a hybrid, fuel mileage also has not improved, drinking gas at a rate of 18.5 miles per gallon in varied and representative mixed driving. The old V6 engines in Tacomas were total dogs, but the top hybrid MAX engines disappoint for outright power. At least the engine is smooth for a four-cylinder and delivers decent and consistent acceleration in regular driving. There were some hiccups leaving stops at times, but it's a typically decently optimized hybrid when it comes to transparency.

I also don't like the electrically folding and closing tailgate, which for a truck like a Tacoma, is pointless and entirely unnecessary. It's choices like this that added wasted cost and weight to what should be a simple and affordable truck.

Overdone and overpriced

For a flagship model, this latest Tacoma TRD Pro is a disappointment, especially when you see the shocking price tag. For that kind of money, there are a world of other options, and even though I like the softer ride of the Pro's suspension setup, this is a truck that simply can't justify its cost—made worse by a needlessly complex and heavy hybrid system as the only choice. Yank that and the batteries out, put in the simpler and lighter standard engine, and you'd shave off hundreds of pounds. The suspension would also improve from not having to support all that extra mass.

With Tacomas increasing massively in retail price across the board, they are no longer the value choice by any means. Instead, Toyota seems intent on cementing the Tacoma’s place as midsize pickup royalty—but at a cost that’s hard to swallow as former customers are now priced out of consideration. The Pro looks phenomenal, but for every step forward, it takes a step back. Be sure to have a Xanax ready when you see the final out-the-door price at your local dealer.

2025 Toyota Tacoma TRD Pro

Price as-tested: $67,125

Pros: Evocative shape and presence; off-road superiority

Cons: It costs what?? Hybrid is heavy, slower, and only 19 MPG.

More images of the 2025 Toyota Tacoma TRD Pro.

Powertrain & Performance

• Engine: 2.4-liter turbocharged inline-4 with electric motor (i-FORCE MAX hybrid)

• 326 Horsepower

• 465 lbs-ft

• Transmission: 8-speed automatic

• Drivetrain: part-time 4WD

Dimensions

• Overall Length: 214 inches

• Width (without mirrors): 80 inches

• Height: 76inches

• Wheelbase: 132 inches

• Bed Length: 60 (short bed)

Weight & Capacity

• Curb Weight: Approximately 5,400 pounds

• Payload Capacity: ~1,680 pounds

• Maximum Towing Capacity: 6,000 pounds

Towing & Off-Road

• Ground Clearance: 11.5 inches

• Approach Angle: 35.7 degrees

• Breakover Angle: 24.6 degrees

• Departure Angle: 25.3 degrees

Fuel Economy & Tank

• Fuel Tank Capacity: 18.2 gallons

• EPA Estimated Fuel Economy: 22 mpg city / 24 mpg highway / 23 mpg combined

• Real world MPG: 19

Suspension & Wheels

• Suspension: TRD-tuned FOX adjustable shocks with remote reservoirs

• Wheels: 18-inch alloy wheels

• Tires: 33-inch Goodyear Territory R/T (265/70R18)

Interior & Features

• Seating: 5-passenger capacity (Double Cab)

• Front Seats: IsoDynamic performance seats with air-over-oil dampers

• Safety: Toyota Safety Sense 3.0 (includes lane tracing, adaptive cruise control, pre-collision system, etc.)