2025 Toyota Tacoma TRD Off-Road MT Review: When Reason Goes Hand in Hand with Enjoyment

The 2025 Toyota Tacoma is the last mid-size pickup truck to offer a manual transmission in Canada, making it an interesting choice for buyers looking for a simple and enjoyable vehicle to drive.

Summary of the 2025 Toyota Tacoma TRD Off-Road

• The TRD Off-Road is one of the 10 versions offered for the Tacoma on the Canadian market.
• This one comes standard with a double cab and a 6-speed manual gearbox, which can only be paired with the 5-foot bed.
• Equipped with a 2.4L 4-cylinder turbo engine, the Tacoma TRD Off-Road develops 270 horsepower, 310 lb-ft of torque, and can tow 6,400 pounds.
• Fuel consumption is announced at 11.9 L/100 km; I achieved 11.7 L/100 km

Strong points

• Fun factor of the manual gearbox
• Relatively comfortable
• Reasonable price given the equipment

Weak points

• Slight lack of powertrain refinement
• Limited interior space
• Light and disconnected steering

Fans of manual gearboxes have fewer and fewer options in North America, as several sporty models have abandoned them in favor of automatics, which are certainly more efficient, but less engaging. Surprisingly, there is still one mid-size pickup truck that offers this option: The Toyota Tacoma.

Available in two versions, TRD Off-Road and TRD Sport+, the manual Tacoma is therefore the only choice for pickup fans who want to shift their own gears.

A Robust Look

Toyota’s pickup trucks generally don’t go for subtlety in terms of design, and the latest generation of the Tacoma is no exception.

This translates to pronounced lines and exaggerated shapes, like the rectangular wheel arches covered in black plastic, the large black grille, and the T-shaped headlights.

The overall effect is a bit Tonka-like, but the TRD Off-Road avoids the excesses present on other models (TRD Pro and Trailhunter).

The wheel arches seem much wider than necessary, but this will allow owners to install new rims and even more aggressive tires than the standard 17-inch units clad in BF Goodrich All-Terrain T/A tires.

Overall, the Tacoma TRD Off-Road is therefore still relatively conventional in terms of exterior appearance, but more “out-there” than others like the Ranger and the Frontier.

All 2025 Toyota Tacomas are equipped with the double cab and a 5 or 6-foot bed, depending on the version. Those with the manual gearbox are only entitled to the shorter of the two.

This makes the Tacoma and the Nissan Frontier the only mid-size pickups to offer two bed lengths on the Canadian market, as all their competitors only have a 5 foot option.

Unlike full-size pickups or its American competitors, the Tacoma doesn’t have much in the bed in terms of equipment.

Thus, there are no electrical outlets, no hidden storage compartment, nor any step to facilitate access (a folding step is offered as an accessory). However, our test model was equipped with fixed tie-downs on the floor and hooks that move on rails at the top of the walls, allowing objects being transported to be securely fastened.

Four LED lights that can turn on when the tailgate is opened help to see clearly at night, and the position of the two lower lamps allows them to illuminate the cargo even if a tonneau cover is installed.

A practical interior that is difficult to access

The cabin of the 2025 Toyota Tacoma TRD Off-Road follows the same principles as the exterior, meaning its style is far from discreet, with large climate control knobs, solid grab handles, and angular shapes.

Here too, this version adopts a slightly more classic style than some other models in the range, thanks in part to the gray and black fabric upholstery of our test model.

This layout has the advantage of being rather functional, with several good-sized storage spaces in the doors and on the center console, in addition to giving a more robust look. While the interior looks quite good, the materials used leave something to be desired as all the plastics are hard, with the exception of the slightly padded armrests.

The manual gear shifter isn’t very aesthetically-pleasing either, with its long boot and black urethane knob, but it falls nicely to hand, like most of the controls. One exception to this rule is the electronic parking brake switch, which is installed vertically under the climate control panel, a location that is both unusual and impractical.

Just to the right of the parking brake button is a place to put a phone, which is held in place by a rubber bolster. On more expensive versions, this space is occupied by an induction charger, but the TRD Off-Road has to do without.

Another element we would have liked to have is a heated steering wheel, which comes with the TRD Sport+ version.

Otherwise, the Tacoma TRD Off-Road is rather well equipped considering its price, notably with all the driver assistance technologies one expects from a modern vehicle.

Toyota’s infotainment system is not my favorite, as I find it unintuitive, and in the Tacoma TRD Off-Road, the 8-inch screen makes some information difficult to read while driving due to its modest size, including that related to the radio station that is currently playing.

At least, the 12.3-inch digital instrument cluster is very readable, in addition to being modern, configurable, and full of information, even if it isn’t the most user-friendly either.

Once settled in their seats, the front occupants benefit from adequate comfort and space, but access is problematic. Indeed, my test model was not equipped with running boards, and the dashboard takes up a lot of space near the steering wheel. As a result, I hit my knee almost every time I got into the Tacoma, and I couldn’t find a better way to climb abord before I had to bring the truck back after a week.

This problem is less pronounced at the rear, but space is limited there, as in all mid-size trucks. A practical storage bin is provided under the seat for larger items that need to be concealed.

Enjoyable to drive, in its own way

The presence of a manual gearbox makes the driving experience of the 2025 Toyota Tacoma TRD Off-Road much more interesting, without requiring major sacrifices during daily commutes.

Indeed, nothing can give the driver such a pronounced feeling of control as a manual transmission, and the Tacoma’s takes us back a few decades, when vehicles were simpler.

While the vibrations and the whine of the gears would be completely unacceptable in a sedan, they have a certain nostalgic charm in a pickup truck.

The extremely short first gear is a bit annoying in urban traffic, but it greatly facilitates off-road driving, towing, and starting on steep hills.

For those who want to take their truck far from paved surfaces, the Tacoma TRD Off-Road has an on-demand 4×4 system with 2×4, 4×4 Hi, and 4×4 Lo modes, as well as a lockable rear differential and a no clutch start function, which allows the vehicle to move forward or backward using the starter, useful on a trail where perfect control of the vehicle is essential.

The 4×4 modes are not designed to be used on solid surfaces since the tires squeal when trying to take a sharp turn, but that shouldn’t be a problem in snow or mud.

On the road, the Tacoma with a manual gearbox is easy and pleasant to drive due to a light and linear clutch that is very permissive when starting; you practically have to try to stall the engine, even on hills.

The friction point is found quickly and the gears engage without difficulty, contributing to great ease of driving.

A slightly annoying detail is the engine’s tendency to rev hang for a long time when releasing the pedal, which requires slowing down shifts to avoid jerks.

When it’s time to downshift, however, a rev-matching function automatically blips the throttle when selecting a lower gear to make shifts smoother without having to dance with the pedals. Of course, this technology can be deactivated if you prefer total control.

The 2.4L turbocharged engine offers 270 horsepower and 310 lb-ft of torque, which is identical to the standard engine in the Ford Ranger, but less than the four-cylinder turbo in the Chevrolet Colorado and GMC Canyon as well as the optional V6 in the Ranger.

This output is fully sufficient for a mid-size pickup, but there is a bit of turbo lag, causing some dead spots in the power curve.

Fuel consumption could also be improved, as the official rating of 11.9 L/100 km is higher than that of the Ford Ranger, even with the optional V6.

In practice, I consumed 11.7 L/100 km at the wheel of the Tacoma, which is 1 L/100 km more than with a 4-cylinder Ranger. Fortunately, Toyota offers a hybrid version of the Tacoma for those who want the best fuel-efficiency in the segment.

In terms of capabilities, the Toyota is not at the top of its class, with a maximum towing capacity of 6,400 pounds (2,905 kg) which is lower than all its competitors, except for the ZR2, AT4X, and Raptor versions of the Chevrolet Colorado, GMC Canyon, and Ford Ranger, respectively, in addition to a few models of the Jeep Gladiator.

The picture is a bit more positive for the payload of 1,521 lb (690 kg), which is higher than all versions of the Frontier and Gladiator, with the exception of the base model.

The Tacoma also beats all the versions mentioned above, in addition to the Canyon Denali.

Otherwise, the Tacoma’s driving experience doesn’t attract major criticism, nor great praise.

The ride and seats are relatively comfortable, braking is progressive with a firm, easy-to-modulate pedal, and the suspension causes very little body roll in curves, even at highway speeds.

The steering could use some work, however, as it transmits almost no feeling to the driver and is a bit too light to really inspire confidence. Nothing too serious, but others do better.

To Watch For

Should You Buy the 2024 Toyota Tacoma Hybrid?

Unsurprisingly, the Toyota Tacoma is true to its manufacturer’s reputation, being probably the most reliable pickup in its category.

The first units of the current generation were affected by rather serious automatic transmission problems, but this seems to have been resolved quickly.

Otherwise, the most frequent complaints on owner forums are related to the infotainment system, particularly due to problems with the phone connection, which I myself experienced in several Toyota vehicles.

For the moment, Transport Canada lists three recalls for the fourth-generation Tacoma, which arrived in 2024. These concern the brake lines, the front axles, and the digital dashboard.

While the Tacoma may save you from unexpected repairs, it probably won’t save you on maintenance, because although oil changes are scheduled every 16,000 km, Toyota requires inspections at the dealership every 8,000 km.

The transmission oil and clutch are to be checked every 24,000 km, and the driveshaft bolts must be tightened during engine oil changes.

Given its reputation and sustained demand, the Toyota Tacoma benefits from a resale value that is clearly above the average for its segment.

Pricing of the 2025 Toyota Tacoma TRD Off-Road MT

Positioned just above the base model, the Tacoma TRD Off-Road is available at an MSRP of $49,899 with the manual gearbox.

As no options are offered and paint colors are not charged, our test model had a sale price of $52,903 in Quebec. Given its rather complete equipment, this seems very reasonable, a rare thing for Toyota.

By way of comparison, a Chevrolet Colorado TrailBoss, offered at an MSRP of $48,199, does not have all the driver assistance technologies, or even heated seats. To get all that, you have to shell out a sale price of more than $55,600.

The Ford Ranger and the Nissan Frontier can be obtained at a similar price and equipment level to the Tacoma, while the GMC Canyon is invariably more expensive, as is the Jeep Gladiator.

The 2025 Toyota Tacoma lineup starts with the SR5, with a $48,320, which is several thousand more than the base versions of the Ford Ranger and Chevrolet Colorado.

It should be noted, however, that the Chevrolet is available without all-wheel drive, which is not the case for the Tacoma.

The other Tacoma models and their MSRP are as follows:

TRD Off-Road MT (tested model)

TRD Sport ($51,400)

TRD Off-Road ($52,000)

TRD Sport+ MT ($52,698)

TRD Sport+ ($55,799)

TRD Sport Premium ($59,956)

TRD Off-Road Premium ($60,156)

While the price of these models seems aligned with their equivalents from competitors, the hybrid trims of the Tacoma are much more expensive:

Limited ($64,740)

TRD Off-Road Premium ($66,655)

TRD Pro ($78,824)

Trailhunter ($84,739)

Among competitors, only the Ford Ranger Raptor and GMC Canyon AT4X AEV even get close to an MSRP of $80,000, without reaching it.

Conclusion

The Toyota Tacoma is a sensible choice in the mid-size truck market because it does everything rather well, in addition to having a solid reputation for reliability and durability. The TRD Off-Road with the manual transmission appears as a more fun alternative to the automatic versions and it doesn’t require spending astronomical sums despite its rather complete equipment list. So unless you need towing or payload capacities greater than what it can offer, there are few rational reasons why the Tacoma should be overlooked.

Model	Toyota Tacoma TRD Off-Road MT	Chevrolet Colorado TrailBoss	Ford Ranger XLT FX4 2,3L
MSRP (Canada)	$49,899	$48,199	$47,530
Powertrain	2.4L 4 cyl. turbo / 6 speed man. 4x4	2.7L 4 cyl. turbo / 8 speed auto. 4x4	2.3L 4 cyl. turbo / 10 speed auto. 4x4
Power	270 hp	310 hp	270 hp
Torque	310 lb-ft	430 lb-ft	310 lb-ft
Towing capacity	6 400 lb (2 905 kg)	7 700 lb (3 493 kg)	7 500 lb (3 402 kg)
Payload	1 521 lb (690 kg)	1 587 lb (720 kg)	1 684 lb (764 kg)
Average fuel consumption (NR Can)	11,9 L/100 km	12,4 L/100 km	10,7 L/100 km
Bed lenght	60,3 in (5 ft) / 1 532 mm	61,7 in (5,1 ft) / 1 567 mm	59,6 in (5 ft) / 1 514 mm
Bed width	53 in (4,4 ft) / 1 346 mm	58,8 in (4,9 ft) / 1 494 mm	62,4 in (5,2 ft) / 1 585 mm
Ground clearance	11,5 in (292 mm)	9,5 in (242 mm)	9,3 in (236 mm)