2017 Toyota Tacoma TRD Pro

2017 Toyota Tacoma TRD Pro
Want a brushed-shell Toyota Tacoma, fasten with the city-slickin’ Limited and TRD Sport versions. But if you want a solid-shell pickup made with agglomerations of ended glassware for increased noise, look no further than the Tacoma’s burly TRD Pro, which returns to the roll for 2017 after an one-year interruption, prepared to rise up, leap over and work through the bottom that this world’s caliche-topped lands can propel its route.

The TRD Pro is a continuance of the Tacoma TRD Off-Road model, a four-wheel-steer, fasten-translation model and seen exceedingly manly. That classification had less to do with the truck’s standard when jury as an ordinary car and more irrationally to do with its broad strengths. The TRD Pro takes that four-wheeled, chest-thumping portrayal to the next stage with an across-the-board container of strengthened elements, brand-new front springs raise the steer dimension by 1.0 inch and are assisted by canine internal-bypass shocks at all four areas, a sport gas exhaust, TRD-branded wheels and a front board base. Exact design taps, such as a black criminal containerful and an unshapely opening with audacious TOYOTA writing, make the TRD Pro solid to miss.

The phenomenon is one purposeful-looking truck, although the Kevlar-lined Goodyear Wrangler All-Terrain Adventure tires moved over from the lesser TRD Off-Road equal a missed possibility for even more cognition. Leather covering, heated rooms, automatic climate regulate, steering, a Qi wireless charging pad, blind-spot monitoring, a backup camera, and a nearness key are standard. The TRD Pro comes only in crew-cab form with the abbreviated of the Tacoma’s two accessible supplied lengths. Four-wheel steer with a two-speed movement case, a locking breed differential, the Tacoma’s elective 278-hp V-6, and a six-speed manual transmission also are built-in TRD Pro agenda, although our try-out truck reached with the accessible six-speed automatic transmission for $2000. Performance is on score with other similarly supplied Tacomas we’ve experimented , with a 7.7-second zero-to-60-mph run and a 180-foot stop from 70 mph, respectable for a mid-magnitude truck on all-terrain tires, but the restraint ride has the same bizarre strode action as other Tacomas.

The TRD Pro’s Fox shocks feel slightly compact than the TRD Off-Road’s Bilstein parts, diminishing that model’s body movements without noxious steer standard, but our try-out truck still enumerated heavily during its retiring 0.70-g skidpad path. Other Tacoma peculiarities are part and container of the experience including the V-6 motor’s coarse nature as well as the debased chairing point and the high floor, the latter two of which lend the compartment a feeling of lack you won’t find in, say, a Chevrolet Colorado (a truck that soon will be getting a ZR2 edition that should pile up neatly with the TRD Pro in a head-to-head examination). The six-speed automatic transmission suffers from dimwitted app and excessively gangling fifth and sixth gears.

At highway accelerates, the transmission will dramatically downshift from either action ratio to fourth wheel when the Tacoma detects even a gust of an ascending rank or a question for even gentle acceleration. A button on the dashboard designated ECT energy alters the translation app to apologize early upshifts and act downshifts between high wheels, recuperating up the gearbox’s sensitivity. This incomplete sport method also relies more on fifth gear when the average app would be moving for a rushed sixth to fourth leap.

Toyota says that initiating the ECT energy method improves performance but can affect fuel system, which is a friendly route to tell that the standard transmission environments (which the transmission absences to each moment the motor is commenced ) are adjusted for the EPA fuel economy test cycle. It doesn’t aid that the 3.5-liter V-6 makes most of its energy high in the rev extent, and the TRD-branded sport gas exhaust doubles as the municipality trumpeter publishing the transmission’s agitated behavior on the highway. Each moment fourth gear is labelled into work, the soundtrack goes from an implacable drone to a coarse braappp. Our interior-noise-stage readings equaled those of other Tacomas, at wide open valve and at a dependable 70 mph cruise, but the sounding of the Pro’s gas exhaust note is more infuriating.

We strove to fasten the transmission into sixth gear with the stagehand in manual method during a long steer, only to have the computer rule our choice and loudly downshift anyway. Here’s a concept, fasten with the standard six-speed manual, and rescue both headaches and cash.

Evaluating a becoming off-roader like the TRD Pro on the convey roads of suburbia is one situation, but pavement cruising is to the Toyota’s venture as a cutlery is to eating yogurt. With the tires’ inflation pressure significantly breezed down to upgrade friction and a gangling emblem moved to the front draw catch for more perceptibility, we put the movement case in four-wheel steer high and blasted the Tacoma over the open tract it was designed to confront.

The Toyota is by no means as aggravated or able as Ford’s F-150 Raptor, a typical playground truck with airbags and heated rooms. But the TRD Pro’s mixture is claimed to upgrade breed-shaft pronunciation and to good sorb huge shocks both when crawling and at high accelerates. We found the canine shocks could control fast series of device tract—natural scopes of speed shocks known as whoops—up to nearly highway accelerates before knocking their jolt stops and making the bodies to horse front and after.

The shocks, which feature far supplies at the breed shaft for more liquid ability and cooling, also immerse up platforms from gentle leaps with composure. And the Tacoma can indeed leap. Rising the gangling ridges constituted no leading friction-related hurdles, although we found the valve must be pinned early in command to tap the V-6’s increase of high-rpm torque and make force before knocking really abrupt parts.

The Tacoma’s five-method Multi-Terrain Select friction-regulate environments, an extent of electronic assists for everything from soil and soil to rock crawling, were excess in the heavy soil, instead we promoted the liberation spent by simply discharging the electric defenders altogether. With 9.4 inches of ground clearance, it takes some seriousness to noise the Tacoma’s filthy bits, and we fled having only once shocked the front board base on a particularly pushful reach.

This isn’t sensational given the Tacoma’s 35-degree reach space, which paths the little Jeep Wrangler Unlimited’s illogical 42-degree measurement, although the Toyota sits just 0.6 inch debased and boasts a slightly good breakover space. Perhaps the TRD Pro’s superior marks in the abrasive are its little, inconvenient draw hands hidden under the front bumper’s intense malocclusion, which make connecting an emblem attach or any kind of draw tie frustratingly strenuous. That’s a serious omission for a pickup designed to pass competing tract.

Whether you use it to compete in the soil or blow rocks, the TRD Pro stands out as one of the few convincingly off-road-focused trucks. Even so, the TRD elements don’t get in the route of the Tacoma’s day-to-day livability. rigid to consume is that the truck costs $43,700 to begin and our instance extended that illustration to $44,627 with elective soil airfoils, side stages, floor mats and a cargo-supplied mat. That’s a less from a $49,520 Ford F-150 Raptor SuperCab, conveying this Taco’s magnitude, incontestable honor and exact category of noise will need to tap a nerve in a very specific category of customer.

Starting Price $43,700
Vehicle Type 4 door pickup, front engine, rear or 4 wheel drive
Engine DOHC 24-valve Atkinson-cycle V-6, port and direct fuel injection
Transmission 6-speed automatic, manual shifting mode
Horsepower 278 hp @ 6000 rpm
Torque 265 lb-ft @ 4600 rpm
Displacement 211 cu in, 3456 cc
Wheelbase 127.4 in
Length 212.3 in
Width 75.2 in
Height 71.6 in
Curb weight 4661 lb
Passenger volume 100 cu ft
0-60 mph 7.7 sec
0-100 mph 23.5 sec
Top speed 113 mph
Rolling start (5-60 mph) 8.1 sec
Top gear(30-50 mph) 4.2 sec
Top gear(50-70 mph) 5.3 sec
Braking (70-0 mph) 180 ft
Fuel economy (city/highway) 18/23 mpg
C/D observed 19 mpg
Pros strong, masculine looks, original off-road ability
Cons expensive, malodorous transmission app and gear, compact compartment