Let me begin this review with full disclosure: the 2025 Toyota Tacoma TRD Pro Hybrid featured here is my brand-new company vehicle. It was ordered in May 2024 and, true to today’s reality of high-demand specialty models, took nearly 12 months to arrive. A heartfelt thank-you goes to Erin Park Toyota for their excellent service and transparency throughout the process. I was even given the choice to walk away from the deal upon delivery—an appreciated courtesy given the long wait time.
If this review reads more critically than my typical tone, that’s intentional. I’ve spent the last seven years driving Ram 1500 Limited’s—three of them, to be exact—so I come into this evaluation with a full-size pickup mindset. Naturally, comparisons to the Ram and other full-size domestics will sneak in. That said, the Tacoma isn’t trying to be a Ram 1500. It’s a mid-size truck with its own set of strengths and quirks.
A Hardcore Off-Roader, Even When You Don’t Need It
First and foremost, the TRD Pro Hybrid is a bona fide off-road machine. From its 4×4 underpinnings, advanced FOX QS3 suspension setup, and all-terrain tires to the specialized IsoDynamic front seats with air suspension damping, everything about this truck screams “let’s hit the trails.” That’s excellent news for weekend adventurers and overland enthusiasts. For me, the closest I get to “off-road” is backing down a boat launch or navigating gravel cottage roads. But having this level of capability might just push me to explore further.
Compared to other mid-size trucks like the GMC Canyon, Chevrolet Colorado, Ford Ranger, and Nissan Frontier, none match the Tacoma’s off-road pedigree in this configuration. The TRD Pro stands out, and it’s designed for buyers who prioritize adventure over commuting comfort.
Model Lineup and Configuration Notes
Toyota has streamlined the 2025 Tacoma lineup. All models are now Double Cab (crew cab) only—no single or extended cab options. That’s not a shortcoming; it’s strategic. Toyota builds what customers buy.
Here’s a quick look at the core configurations:
- 4×4 Double Cab Manual SB – $49,899
- 4×4 Double Cab Auto SB – $60,156
- 4×4 Double Cab Auto Long Box – $48,320
- 4×4 Double Cab Auto SB Hybrid (iForce Max) – $64,740
- 4×4 Double Cab Auto Long Box Hybrid (iForce Max) – $84,739
SB (Short Box) models offer a 5-foot bed, while Long Box models offer a 6-foot bed. And yes, Toyota still offers a six-speed manual transmission—a rare and welcome nod to enthusiasts.
Under the Hood: A Shift in Powertrains
Gone is the old naturally aspirated V6. In its place is a 2.4L turbocharged inline-four, available in multiple tunes: from 228 horsepower in base models to 278 horsepower in higher trims. The hybrid iForce Max system, standard in the TRD Pro, pairs the 2.4L turbo engine with an electric motor and delivers an impressive 326 horsepower and a massive 465 lb-ft of torque.
That’s more torque than many full-size pickups, and you feel it. Acceleration is snappy, especially for a mid-size truck. However, Toyota’s claim of a combined 10.9 L/100km hasn’t matched my real-world driving, at least not yet. The hybrid system doesn’t cruise on electricity as much as I expected, likely due to the truck’s weight and all-terrain readiness.
Inside the Cockpit
Step inside the TRD Pro and you’ll be greeted with a wide, commanding view and a dash setup that feels more full-size than mid-size. The hood is tall and sculpted, giving the truck a “mean” presence when you’re behind the wheel.
The UI features a large central touchscreen and an equally configurable driver display. There are loads of menus and settings—so many that I turned to YouTube tutorials rather than digging into the dense owner’s manual. While functional, the infotainment system lacks polish. Toyota seems to have leaned on Apple CarPlay and Android Auto, likely because most customers prefer them. I, personally, miss the Ram’s intuitive and slick native interface.
Where Things Fall Short
As much as I’m warming up to this truck, several areas have left me scratching my head:
- Rear Seat Room: The TRD Pro’s air-damped IsoDynamic front seats eat into rear legroom. I’ve had to pull my seat so far forward to accommodate an adult behind me that my nose nearly touches the windshield. Toyota, this setup might be great for Baja races, but it’s impractical for daily use.
- Running Boards: They’re a dealer-installed option—and too high. For a truck of this height and price, running boards should be standard and ergonomically placed. I’m 6’1″ and even I find the step-in awkward.
- Interior Storage: The hybrid battery is mounted under the rear seats, which means you lose the ability to flip the seats up for extra cargo room. That’s a notable downside for a vehicle marketed on its utility.
- Tech Quirks: The side mirrors don’t tilt down in reverse—a convenience I miss from my Ram. The tailgate opens and closes via the key fob, but it’s frustratingly slow and requires holding the button forever. Toyota, some things should be instant.
- Audio Setup: The TRD Pro includes a powerful JBL sound system with a subwoofer tucked behind the back seat. Unfortunately, that seat muffles the sub’s output. Odd placement for something that should deliver punchy sound.
Final Thoughts
Despite these criticisms, I’m beginning to really enjoy the Tacoma TRD Pro Hybrid. It’s rugged, cool-looking, and built with purpose. It may not be as cushy or refined as the full-size trucks I’ve grown used to, but it offers capability and personality that others can’t match.
If you’re a weekend warrior, camper, off-road junkie—or even someone like me who just wants a head-turning company vehicle with serious chops—the new Tacoma TRD Pro is worth the wait. Just be prepared to live with some compromises and maybe carry a bike pump for your seats.
James Matthews is the President, General Manager and Co-Founder of LeaseBusters. James launched LeaseBusters in 1990 and is considered one of Canada’s leading experts on new vehicle leases, lease-take-overs and vehicle lease (re)marketing. James can be reached directly at jmatthews at leasebusters.com
