2025 Toyota Tacoma TRD Pro Driven: Humble No More

It’s difficult to wrap my head around the fact that the humble Toyota Tacoma is humble no more. I’ve just driven a vehicle that, not so long ago, would have been considered to be a full-size pickup any way you look at it. It felt less Tacoma and more of what I know to be a Tundra experience. After a week with the new Tacoma, the size, rather appropriately, grew on me (pun very much intended).

TopSpeed had the privilege of testing a fresh 2025 Tacoma TRD Pro model with just 300 miles on the clock. The truck was finished in the (new for 2025) exterior shade called “Mudbath.” The TRD Pro variant comes very well-equipped with few additional factory options available. The real kicker is how well the TRD Pro is factory-ready for the aftermarket. Toyota knows its customers well, and offers a massive catalog of post-factory additions, some of which our tester was equipped with. I personally liked the TRD light bar and Rigid fog lights, the bed lighting, and removable JBL center speaker. This truck also had the “heritage” grille added, finished in paint-matched “mudbath.”

2025 Toyota Tacoma TRD Pro First Impressions

The “Mudbath” brown exterior paint is eye-catching, although I’m not sure if I would personally choose it. I’ve seen this truck in a beautiful pearl white, which seems to suit its sharp lines significantly better. Then again, there’s something to be said about an army-themed off-roader. Just look at it here, next to an armored military vehicle. It’s nearly the same shade of “mud”, almost as menacing with its sharp lines, and nearly as large, too. There’s something cool about it, but in a very detached way. Still, the truck itself is a handsome thing to look at. The signature hood-scoop remains functional, while Rigid-branded LED light bars have been cleverly integrated into the bodywork.

The aggressive wheels/tires give a beefy feel to the Tacoma, as do the red accent components. I like the color scheme and tactile feel to it. The 33-inch tires and dead-even level between front and rear give the TRD Pro a high-in-the-sky feel without actually having to jump in and out of it for your life. The TRD skid plate and overall ruggedness are fun ways to celebrate the model. It’s a Tacoma that looks like it was modified in a very tasteful way, but knowing it’s all backed by the reliability of the Toyota factory makes it even more appealing.

Exterior Dimensions

Driving Impressions And Performance

Driving off immediately, you’re aware of the hybrid system. It works efficiently and quickly switches between modes so as to not lag at all. In fact, I found it to be far more responsive than the GMC Canyon’s turbo-four (non-hybrid) powertrain. Toyota is definitely pumping in fake engine noises through the speakers, and most of those noises emulate a V-8, which initially I thought was silly. As time went on, I weirdly didn’t mind the V-8 noises as much. The more significant noises match the presence of the Tacoma TRD Pro. Also, being a hybrid meant I could, with a safe conscience, park in the very special “Clean Air/EV” parking spot. Trader Joe’s wasn’t ready. Shout out to The Home Depot, too, for my brand-new barbecue, which was easily transported in the TRD Pro. I wasn’t planning on purchasing one just yet, but when the opportunity knocks with a solid pickup, you take it. Clearly, it does the urban stuff just as well as any grocery-getter.

I did appreciate the TRD exhaust, which does contribute some natural sounds in addition to the synthetic ones. The steering is sharp enough, but not overly heavy in a synthetic way. The ride is fairly stiff on-road, but off-road the shocks tend to do a better job soaking up the rough stuff. Then taking it a step further, you can detach the sway bars at the push of a button, making things even smoother at low speeds while giving the truck more compliance when pushing the suspension to its physical travel limits. It’s extremely capable, easily conquering obstacles I thought would give it a fair fight. Off-road, this Tacoma transforms into a vehicle that feels different altogether. Ruts, rocks, and just changing terrain in general melt away just a bit under the Tacoma. I didn’t have it in the dirty stuff for too long, but it did impress for the bit that I did. The TRD really is a Pro.

Braking And Acceleration

In normal stop-and-go traffic situations, the Tacoma uses every bit of its EV capability by starting off in full EV mode. Once you dip past, say five-percent throttle, the ICE kicks on, and you suddenly have a massive amount of thrust forward. It’s amusing how it happens too. The engine seems to growl to life after a bit, not dissimilar to the latest GTP Le Mans racers. Maybe that’s a stretch, but it’s essentially the same idea. The transition is far smoother than hybrids of the past, providing a more seamless addition.

Toyota is catering to those who like a massive initial hit of power. The truck leaps from zero to thirty, and utilizes its EV tech in a clever way. The more conservative you are with the go-pedal, the more it wants to turn off the engine completely and just glide along in EV-mode only. There were instances where, at highway speed, on the 405 freeway, I was driving along for periods of time in complete silence, allowing the EV motor to provide just enough push to keep the Tacoma moving along. It’s not slow, with a low 7-second zero to sixty time. For a four-cylinder pickup, that’s fairly impressive.

The braking power of the Tacoma TRD Pro is confidence-inspiring at the top of the pedal, with decent initial bite. The Tacoma has become so successful at masking speed, you do have to re-calibrate how much room you need to slow down, even with great brakes. It’s almost a GT-like experience, but in a much more utilitarian way. Kind of odd. The Tacoma decelerates from 60 miles per hour to a stop in a respectable 137 feet.

• Acceleration 0-60 MPH: 7.1 Seconds
• Braking: 60-0 MPH: 137 Feet

Performance Specifications

Toyota Tacoma TRD Pro Fuel Economy

The Toyota Tacoma TRD Pro only managed 18.8 MPG average in the week I drove it. This is a pretty disappointing number considering the extent of the hybrid system, and I was the sole occupant. The most I put in the bed was a boxed barbecue. By comparison, I recently drove a Jeep Gladiator with a naturally aspirated V-6 that achieved 20 MPG average while hauling a bed full of garbage and with three people in the car at all times. A theory that may explain the Tacoma’s less-than-stellar MPG average is the fact that the little four-cylinder is constantly in boost.

It relies on a ton of boost to make the driver feel like a big punch of power is always there. In fact, it felt like it was compensating so much with both turbo boost and the electric motor that it became a bit too jerky in normal traffic conditions. I had to dial it back to “Eco” mode for most of the week’s driving. I would have rather had the truck apply boost and electrification more linearly to when I actually go to apply a hefty amount of throttle. This odd tuning meant it was using most of its power so early on that anything after, say, 50% throttle and 3,000 RPM felt the same. It felt like there was nothing left in the reserves, and thus, the need for more revs seemed unnecessary.

Interior Design And Comfort

The interior of the Tacoma feels oddly even more “Tonka Truck” than its exterior. The knobs and interior trims are all rugged, but in a slightly sophisticated way. Anything that moves (such as switches/toggles) has a buttery-smooth action to them that makes the interior of the Tacoma instantly elevated, despite what its utilitarian design might suggest. The seats, although very niche and unique with shock absorbers integrated into them, are not the most comfortable. They look incredible, and when switched into off-road mode do actually allow for a fair amount of “flex”. The problem is they only flex laterally, where I was hoping for a bit of vertical compliance as well. I ended up driving around with them in off-road mode all the time, which made the slightly chatty on-road ride a better experience.

Visibility is top-notch in the TRD Pro Tacoma, allowing for precise placement wherever you drive the thing. The soundproofing is actually surprisingly strong for what is supposed to be something of an entry-level model for Toyota.

Interior Dimensions

Technology And Ease Of Use

It’s pretty surprising just how much tech can be found inside a modern Toyota Tacoma. The rearview mirror is digital, the infotainment screen is so large, it rivals that of some luxury vehicles. There are integrated drive modes. Electrically controlled sway bar disconnects, four-wheel-drive selectors, a locking rear differential, and crawl-mode options are all available quickly within reach. The digital instrument cluster offers many different views with corresponding amusing names like “Casual” and “Tough.”

There is also space on the wireless charger for two phones, a rarity, although only one can be charged at a time. I appreciate the massive Apple CarPlay integration and the stereo system is quite impressive. I couldn’t quite figure out how to fully defeat the adaptive radar cruise, as it seemed to have a mind of its own, but honestly came in handy during many driving situations. There’s a lot to digitally digest in the TRD Pro, but it all comes together in a way that is deserving of a “Pro”-labeled name.

Cargo And Storage Space

Interior storage space is ample with plenty of space in the door cards for water bottles and a large center console. There is some under-seat storage for rear-seat passengers; however, some of that space is taken by the subwoofer. There is, of course, the cargo bed, which offers in-bed LED lighting, and plenty of space with 37.4 cubic feet in a 5-foot configuration. There is also an electrically operated soft close/open tailgate.

2025 Toyota Tacoma TRD Pro Vs. Its Competitors

The Toyota Tacoma TRD Pro, GMC Canyon AT4X AEV, and Ford Ranger Raptor are all fighting for your vote as the best mid-size performance-minded pickup. This is a niche segment in the automotive industry, so the competition is incredibly fierce. All three offer different takes on what it takes to be sporty anti-pavement vehicles. For decades, drivers have been taking relatively basic versions of these trucks and modifying them into monstrous off-roaders. Now, the manufacturers have taken note, and are producing their own modified versions straight from the factory.

How The Toyota Tacoma TRD Pro Compares To The GMC Canyon AT4X AEV

The GMC is, and I can’t stress this enough, far more comfortable on-road. I appreciate that truck’s more luxurious overall feel, though I can’t say the same about its powertrain. These are vehicles that fulfill a very specific purpose, and therefore, they must be something of a jack-of-all-trades. Off-road, it’s just a bit more sloppy, something that the sharper Toyota nails.

Performance

Both the Tacoma and Canyon utilize an all-four-cylinder powertrain lineup. While both put out impressive numbers, it’s the Toyota that truly impresses. The GMC is full of lag and uninspiring engine noises. The Toyota sounds mean, and has the bite to match its (mostly synthetic) bark. It’s never laggy thanks to the electric motor that perfectly torque fills where the ICE powertrain would otherwise struggle. It makes for a driving experience that mimics a much larger, almost naturally aspirated-feeling engine. This gives it a huge advantage over the GMC, and therefore is more predictable, offering power the very moment you ask for it.

Comfort

This Tacoma is uncomfortable. It had to be said. It’s interesting though, because it’s only uncomfortable on-road. The moment you hit the dirt, things immediately change, as if it knows exactly what surface it’s covering. The GMC’s suspension and seats are significantly more comfortable. Without the TRD Pro seats with the dampers in them, you’d probably get whiplash on-road, but off-road they provide an entertaining motion that helps you get into the groove of undulating surfaces. I’m glad it has them, but it doesn’t excuse the truck’s overall harshness.

Technology

Both trucks offer an intense amount of tech that goes beyond just what’s on the screen in front of you. With modes, and toggles, and buttons controlling the vehicles’ different digitally-enhanced physical abilities, it can all be a bit much. Thankfully, both organize their digital mayhem in a cohesive way.

How The Toyota Tacoma TRD Pro Compares To The Ford Ranger Raptor

Ford’s Ranger Raptor provides a far more entertaining performance truck (at high speeds), while Toyota’s Tacoma TRD Pro absolutely rocks the crawling game. It has super-predictable torque early on from the gas-electric hybrid powertrain, and enough grip to creep over the tough obstacles. Ford’s more traditional powertrain might be basic in comparison, but it’s a bit of a wild child, maintaining smiles-per-mile.

Performance

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This easily goes to the Raptor. Ford has made a name for itself with Raptor-branded vehicles, and they all deliver class-leading performance. They want to be the “Porsche 911 of off-road”, but I’m not sure the 911 is even worthy of such a comparison. That’s how wonderfully sharp Raptor vehicles are off-road. The Tacoma does do “truck” stuff better, though, with both a higher towing capacity and payload capacity.

Comfort

Thanks to the Fox Racing suspension, and more comfortable seats, the Raptor provides a far more comfortable drive, in basically all situations. On and off-road, the Raptor is still the comfort king. It’s not as glamorous as either the Tacoma or especially the Canyon, but as something to soak up the world’s harsh bumps, it gets the job done while floating along nearly any surface.

Technology

The tech in Toyota’s Tacoma is more extensive than in the Ranger Raptor. The Raptor has more dedicated drive modes, but the TRD Pro has a more malleable chassis. You can disconnect the sway bars, enter specific crawl modes, and even the infotainment itself is more intuitive to use. Also, a vertically oriented screen isn’t my personal favorite, but even less so when it’s as narrow as the one in the Ranger Raptor’s.

Our Recommendation For Which Model You Should Buy

It seems Toyota built a Tacoma for a rare customer. It’s really complicated and tech-filled, but remember, this truck has built a reputation on simplicity and reliability. It might be trying to do too much in the relentless battle to “fit in” with other models in the segment. I can’t help but think how much better the TRD Pro could have been with a simpler powertrain, and fewer gimmicks.

​​​​​​​A $68,000 price tag for a Toyota Tacoma is a bit ridiculous too, but considering how much it has jam-packed into it, the price reflects its never-ending list of features. I’d personally go for a lesser model, or even, for around eight grand less, just go for the Raptor which offers a much more entertaining powertrain with fewer compromises as an overall performance pickup truck. I like the Toyota Tacoma TRD Pro, but I like how honest the lesser models are more than it, and I like some of what the competition has to offer better, still.