2022 Toyota Tacoma TRD Pro—Test Drive Review

Toyota is reportedly going to completely redesign the Tacoma for the 2024 model year. So the 2022 and 2023 models are the very last ones on this older chassis. And it’s served Toyota and the 4WD community well. 

The TRD Pro comes only one way: as a 4WD Double Cab model wearing the shorter 5-foot bed. The look of the Pro is familiar with the TOYOTA across the black grill, beefy fender flares and a new hood scoop with optional graphics. The biggest change to the exterior is the “TRD Pro” stamped into the rear fender sides. But it’s under the skin where Toyota has made the real improvements.

Up front, the double wishbone front suspension sits 1.5-inches taller (the most lift on a Tacoma TRD Pro yet) thanks to new coils. And it’s complemented by anodized red TRD forged aluminum upper control arms. The new A-arms help provide an inch of additional rebound travel for the 2.5-inch Fox internal bypass dampers. No changes were made to the 8-inch open front differential.

In the rear, ride height was increased by a half an inch thanks to a thicker pad under the spring with re-tuned 2.5-inch Fox dampers to match. The rear 8.7-inch axle continues to employ an electronically locking rear differential.

The taller suspension means that the off-road angles have improved. The approach angle is now 36.4 degrees, the departure angle is 24.7 degrees and breakover angle is 26.6 degrees. And that makes the Taco Pro a bit better than the Jeep Gladiator Mojave in a couple measurements. Although the Mojave’s approach angle of almost 45 degrees is clearly better, the breakover angle (20.9 degrees) and departure angle of 25.5 degrees are worse than the Toyota.

Under the hood, the new Pro continues to use Toyota’s proven 3.5-liter V6 that produces 278 hp at 6,000 rpm and 265 lb-ft of torque at 4,600 rpm. However unlike most Tacomas that roll off the assembly line, ours was equipped with a six-speed manual instead of a six-speed automatic. And the gearing advantage is significant. All manual V6 Tacomas come with a 4.30:1 axle ratio instead of 3.90:1 gears. And First gear is 3.98:1 instead of 3.60:1 in the automatic. So when combined with the 2.57:1 low range in the transfer case, a manual Pro that makes for a 44:1 crawl ratio which is one of the best in the class. 

Our truck was rated to handle a fairly modest payload of 945 pounds. And even a non-Pro Double Cab 4X4 is only rated to carry 1,135 lbs. which is a bit less than a Frontier Pro4X and the V6 Chevy Colorado ZR2. The TRD Pro can tow 6,400 lbs which is a bit better than the Nissan but much less than the domestic pickups which, with the right equipment, can tow 7,000 lbs. or more.

On the Street

The Pro’s Electric Lime paint is a stunner. It’s one of the coolest new truck colors. The unique paint color for 2023 Pros will be Solar Octane (orange). The overall look of the Pro is super tough. The taller suspension is really noticeable and it gives the truck a great stance. Though the Pro comes with a full host of Toyota’s best equipment, our truck had a few options, including the door edge guard, door sill protector, bed light and bed mat, D-rings, a tailgate emblem and remote tailgate lock, a TRD air filter, a fold-down bed step and a few more that brings the base price from $45,935 to $48,992. But here’s the thing, for just over $45,000 a manual TRD Pro packs a lot of truck for the money. You save $2705 by not opting for an automatic.

Open the cab door and the Tacoma TRD Pro should be familiar territory to any one that’s been in a Taco in the last five years. The Pro model comes standard with leather trimmed and heated seats, a TRD shift knob and TRD Pro floor mats. Compared to some newer trucks, the Taco is beginning to look a little old school on the inside. The 8-inch infotainment screen is on the small size to be sure for today’s trucks. But overall, the interior functions well. The one trouble area that many complain about is the Tacoma’s low seat height. But for us, the truck is comfortable.

On the open road, the manual transmission is a blast to drive. An automatic Tacoma is probably quicker but the manual is way more involving and fun. It’s cool that Toyota makes the manual transmission available in its most capable Tacoma. It feels more like a traditional Toyota truck—and we like that. The shift throws are very light and smooth. And right next to the shifter is a traditional handbrake too. The only thing missing from this analog old-truck vibe is a 4WD shifter. Instead Toyota uses a weak-sauce knob on the dash (more on that later). 

The manual does make the most of the 3.5-liter V6, which does feel a bit down on torque at times with the automatic. It’s less noticeable with a manual. On the freeway, the Taco’s low-ish gearing means it revs at around 2,200 rpm at 70 mph in Sixth gear. The Automatic would rev lower to be sure, but the upshot is that on the freeway grades we experienced, there was no need to downshift. Unlike any other trucks, there are no drive modes here. And we must say—it’s refreshing.

Around town and on the freeway, the TRD Pro has a nice smooth ride. Over certain bumps it can be jiggly like all pickups, but overall this could be the best-riding midsize trucks we’ve driven in a long time. Part of the reason goes beyond the suspension. The truck’s 32.6-inch tall 265/70R16 Goodyear Territory ATs have a nice thick sidewall. So there’s plenty of cushioning on the pavement and off. This is an easy truck to like and one that we could be happy driving daily for many years to come.  

This Tacoma was so good to drive that we really piled on the miles. This model is rated by the EPA to deliver 17 mpg city and 20 on the highway. At the end of our mixed-use test it returned 16.2 mpg. That’s quite a bit lower than the 19.1 mpg recorded when we tested a 2020 model (https://www.4wheelparts.com/the-dirt/2020-toyota-tacoma-trd-pro-review/) and the 19.6 mpg we saw on a 2017 Tacoma TRD Pro. So it’s clear if you like a manual, there will be a small fuel economy hit.

On the Trail

Poke your head underneath the nose of the Tacoma Pro and you’ll see the truck’s impressive skid plate. Toyota does front end protection better than just about anyone. And we measured 11.25 inches under its lowest point. In the back, there’s 9.25-inches under that rear diff. 

This Tacoma Pro is remarkably simple to use in the dirt. When you opt for the manual gearbox, you do give up some off-road tech. Manual trucks are not equipped with Multi-Terrain Select or Toyota’s Crawl Control system. Here, the driver needs to actually engage the traction control via the overhead console button when in Low Range—otherwise it’s really old-school with just the diffs providing the traction. All this means that you have total control over what this truck is doing in the dirt without any electronic intervention, unless you want it. And that’s refreshing. The only downside to all this manual control is that Toyota uses a flimsy and fussy 4WD knob on the dash. Its location isn’t a problem. But during our time with the truck, it didn’t engage properly every time. Clearly there was an electronic gremlin with our particular truck. And after many frustrating tries we were able to engage low range. But you know what? A physical lever would ensure we could pull it back and engage 4WD any time we needed it.

Once we had 4WD available to us, the Tacoma was an absolute master of any terrain we threw in its direction. The new suspension may not seem like a massive shift in performance on paper but in the real world, it works really well. Our friends at Four Wheeler tested one on their ramp and found it to deliver an RTI of 558. That’s a very good number for a stock midsize truck. That’s more suspension twist than a Jeep Gladiator Mojave but shy of the Rubicon with the swaybar disconnected.

The way the suspension moves over rough terrain is impressive. We found it to deliver a really impressive ride no matter what the trails looked like. Even a somewhat rocky wash was fairly smooth and soft. Toyota has been tweaking the suspension of these Tacomas and the previous generation (same chassis) for the better part of a decade. And it shows. 

The Taco’s suspension movement and overall clearance really allow it to take on some fairly tricky spots without risking body damage and without needing that real axle locked. It’s exceedingly fun to creep up to a tough spot in low range with the manual transmission in First gear and slowly work the throttle to get the truck through. Lock the rear axle and press the traction control button and the Taco works very well.

On our hill climb test, the truck was not able to crest the hill with the help of the rear locker alone. We had to use the traction control too and even then, it required quite a bit of sawing of the steering wheel to find some grip. That said, it’s a very chewed up hill—and it’s only getting worse. Our prediction? A switch to some more serious all-terrain tires would make a big difference. The tread on these Goodyear tires are a little on the mild side.

The Taco Pro is an excellent sand runner but just don’t try it in 2WD. With just the rear tires pushing, the truck doesn’t move. And that’s largely because this 3.5-liter V6 doesn’t produce much low-end torque. If there’s one thing this truck could use, it’s an engine with more torque. Shift into 4WD high range and it’s a bit better but still, the response is soggy. Low range is the best choice in this truck for sand. And it works well. The suspension does a nice job soaking up mild bumps and ripples without bottoming.

On the higher-speed roads of the park, the Pro really excels. We were able to maintain 30 mph or higher with ease. And that’s quick for these sections. The ride was smooth and controlled. You can hit the larger whoops without slowing or crashing on the bumpstops and the Taco just skims and bounces over them like a boat hitting waves on a lake. The front suspension feels very well-sorted. The rear works well too however if you really push the speed, the suspension does hit hard on the bumps. It serves as a speed limiter of sorts. 

Over on the twisty mogul hill section, the Pro’s slow speed gearing rally shines. First gear in low range is slow, controlled and elegant with the manual transmission. And having the clutch interlock button on the dash means if we stall out, we can key-start the truck without pressing the clutch. Nice. The Taco does lift a front tire when crawling this area, which meant we needed to lock the rear diff and turn on the traction control too. 

The Bottom Line

Through thoughtful evolution, Toyota has created the best Tacoma to come our way in a long time. It’s more capable than the older versions—and more entertaining too. Our truck stickered for $48,992 which seems fairly reasonable. Of course, dealers will be dealers and no one should be surprised if one of these Pros is hit with a healthy markup. 

Still this might be a good time to buy a Tacoma. We know the all-new model is coming for 2024. And judging by the all-new Tundra TRD Pro with its hybrid drivetrain, and coil-spring rear suspension, the next-gen Tacoma is likely to be less of an old-school experience. It wouldn’t surprise us if the manual transmission was history.

So if you dig the Taco in its current form, now might be the right time to buy.