2022 Toyota Tacoma

The volume V6 configuration makes 278 hp, mid-pack for 2022 mid-size trucks (Colorado V6 308 hp, Ranger 270 hp) and well short of full-size trucks.

265 lb-ft arrives high in the rev range (4,600 rpm) and trails turbocharged rivals like the Ranger's 310 lb-ft.

Instrumented tests of the third-generation V6 automatic cluster around 7 seconds, adequate but unremarkable for the class.

The Atkinson-cycle 2GR-FKS V6 is smooth at high revs but feels soft low down, needing revs to make power; reviewers routinely describe it as needing to be worked hard.

The 6-speed automatic is a long-running reviewer complaint: tall gearing for economy causes frequent hunting and reluctant downshifts on grades; a 6-speed manual remains available on V6 4x4s, a plus for enthusiasts.

6,800 lbs is competitive with the 2022 mid-size class but below the Colorado diesel (7,700) and Ranger (7,500).

Maximum payload of 1,685 lbs is modest for the class, and popular 4x4 Double Cab configurations carry noticeably less.

V6 trims get a Class-IV hitch, ATF cooler, engine oil cooler, 7-pin connector and Trailer-Sway Control, plus a backup camera, but there is no integrated trailer brake controller, trailer backup assist, or trailer camera views.

Part-time 4WDemand with a low-range transfer case is available on every trim; TRD Off-Road/Pro add an electronic locking rear differential, Multi-Terrain Select and Crawl Control.

One of the class benchmarks off-road: TRD Off-Road brings Bilstein shocks, locker, Crawl Control and Multi-Terrain Monitor, and TRD Pro adds Fox internal-bypass shocks, front skid plate and 1.1-in. lift, though there are no front lockers or disconnecting sway bars.

Two gas engines (2.7L I4 and 3.5L V6) with automatic or manual gearboxes; no turbo, diesel, or hybrid offered in 2022 (the i-Force Max hybrid arrived only with the 2024 redesign).

The volume V6 4x4 automatic is EPA-rated 20 mpg combined, typical for gas mid-size trucks; 2WD versions reach 21, manuals drop to 18.

18 mpg city for the volume configuration is average for the class.

22 mpg highway trails turbocharged rivals on the open road.

A 21.1-gallon tank at the EPA 20 mpg combined rating yields roughly 422 miles of range.

EPA's annual fuel cost estimate for the volume configuration is $3,350 at 15,000 miles per year on regular fuel.

Every 2022 Tacoma engine runs on regular unleaded; there is no premium requirement on any trim.

The 2022 Tacoma (third generation, carry-over year) earns 4 of 5 stars overall from NHTSA across cab and drive configurations; rollover is its weakest result.

Good in driver small overlap, original moderate overlap, original side, roof and head restraints, but only Acceptable passenger-side small overlap, which kept it off the 2022 Top Safety Pick list. Updated tests (applied later to the carry-over design) were Poor moderate overlap and Marginal side.

Toyota Safety Sense P is standard on every trim (pre-collision with pedestrian detection, lane departure alert with sway warning, dynamic radar cruise, auto high beams), but lane keeping is alert-only and blind-spot monitoring with rear cross-traffic alert is not standard on the base SR.

Vehicle-to-vehicle AEB rates Superior and daytime pedestrian Advanced, but the system earned no credit in the nighttime pedestrian test.

Blind-spot monitor and rear cross-traffic alert are fitted on SR5 and above (the volume trims) but are absent from the base SR, and are alert-only with no braking intervention or trailer coverage.

The Tacoma's TSS-P provides Lane Departure Alert with Sway Warning only — it warns but does not steer, and there is no lane centering on any trim.

Dynamic Radar Cruise Control is standard on automatic models but works only at highway speeds — no stop-and-go — and manual-transmission trucks get conventional cruise; there is no combined highway-assist function.

No hands-free driving system is offered on any 2022 Tacoma.

LED headlights on upper trims rate Good, but the halogen units on the SR/SR5 and some TRD Sport/Off-Road volume trims rate Marginal; auto high beams are standard.

A tall, upright cab and large mirrors give reasonable forward and side sightlines, with a standard backup camera; a panoramic view monitor is limited to top trims and packages, and the rear view past the bed is typical truck-limited.

IIHS rates the LATCH hardware Marginal, with full LATCH in only two of three rear positions, and the Double Cab's upright, tight rear bench limits room for rear-facing seats.

The volume Double Cab seats five; Access Cab models seat four with small rear jump seats, and no bench-seat six-passenger configuration is offered.

Front headroom is adequate but mid-pack for trucks; the low-mounted seat (not a tall cabin) is what gives occupants room.

There is plenty of front legroom on paper, but it comes from a low, legs-out seating position that reviewers frequently criticize.

Double Cab rear headroom is barely above the bottom of the truck band, and the Access Cab's 34.9 inches is tighter still.

At 32.6 inches, the crew-cab rear seat is among the tightest in the truck class. The upright, low rear bench is a well-known third-generation complaint.

The volume Double Cab short bed is a 60.5-inch bed, typical for a mid-size crew cab. A 6-ft (73.7-in) bed is offered on Access Cab and some Double Cab V6 trims.

Toyota publishes no bed volume figure. Third-party bed charts give about 34 cu ft for the short bed, which is consistent with its 60.5 × 41.5–56.7 × 19.1-inch dimensions and small for the segment.

The composite bed, deck-rail tie-down system and available 120V/400W bed outlet are genuinely useful, and the Trail Special Edition adds an insulated lockable bed box. In-cabin storage is ordinary, with modest under-seat bins and a small console.

The front seats are mounted low to the floor, giving a legs-out, knees-up posture that many reviewers find uncomfortable over long drives. The Double Cab rear bench is upright and cramped. The 10-way power driver's seat on most V6 trims helps only somewhat.

The leaf-sprung, body-on-frame third-generation Tacoma rides stiffly and busily when unladen, and TRD Off-Road/Pro trims are bouncier still. It trails the Ridgeline and Colorado for on-road compliance.

Wind and road noise are noticeable at highway speeds, and the revvy V6 is loud when working. All-terrain tires on TRD trims add hum, making it one of the louder cabins in the class.

Dual-zone automatic climate control is standard on V6 models, and heated front seats come on Limited/TRD Pro or in premium packages. Ventilated seats, a heated steering wheel, rear vents and remote preconditioning beyond Remote Connect start are not offered.

The 2022 SR opens the range under $28,000 including destination, at the low end of the mid-size class, though the base truck pairs it with the weak 159-hp four-cylinder.

Sales concentrate in V6 Double Cab 4x4 SR5 and TRD Off-Road trucks, which with common packages transact in the high-$30,000s — far above the advertised base price.

Low running costs are one of the Tacoma's strongest points: a proven 2GR V6, cheap and widely stocked parts, and two years of included service. Estimates range from about $2,200 to $5,000, and this figure sits in the conservative middle of that range.

Resale is the Tacoma's signature strength. Depreciation studies put its 5-year value loss at only about 22% to 25%, which no rival matches, and the 2022 model has held value especially well in the used market.

Toyota's basic warranty is the industry minimum. Ford, GM and Nissan offer the same, and it falls short of the 5-year coverage Hyundai and Kia provide.

Powertrain coverage is at the bottom of the band. The 2022 model was gas-only, so there is no longer hybrid-component coverage to offset it.

ToyotaCare includes 2 years or 25,000 miles of no-cost scheduled maintenance plus 2 years of unlimited-mileage roadside assistance. That is real included service and more than Ford or GM offered on 2022 mid-size trucks, but the period is short.

$38,500 volume-trim price minus its estimated resale value after 5 years (75% retained, or about $28,875) leaves about $9,625 in depreciation. Add the projected $3,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $13,525 in total.

The 2022 Tacoma is a late-cycle year of the third generation (2016–2023), a mature design with most launch bugs engineered out. Consumer Reports rates its reliability 5/5 (well above average) and J.D. Power scores quality & reliability 86/100 ('Great'), so both major sources agree on top-tier dependability.

Toyota is the industry benchmark for dependability, consistently top-tier in Consumer Reports brand reliability rankings and in J.D. Power's Vehicle Dependability Study in the years surrounding 2022.

Only three NHTSA campaigns touch the 2022 model year, and one is a cosmetic label issue from an upfitter. The rear axle shaft separation recall is a genuine safety campaign, which keeps this just below the top band, but there is nothing systemic in the powertrain.

The volume SR5/TRD V6 uses the 3.5L 2GR-FKS with the 6-speed automatic, a widely deployed Toyota V6 family with a strong high-mileage record; the 2.7L 2TR-FE four on base trims is among the most durable engines Toyota builds. The main owner gripe is the 6AT's gear-hunting calibration, a drivability rather than durability concern.

The third-generation cabin is durable but dated by 2022: hard plastics dominate, the 8-inch touchscreen looks small, and the low seating position draws criticism. Reviewers rate it behind the Colorado/Canyon and Ranger refreshes for perceived quality at similar money.

Assembly is solid and consistent for a body-on-frame truck, with the generation's early issues long resolved by 2022. Scattered owner reports of interior rattles and the noted rear-axle fastener assembly recall keep it short of the class-leading band.

Toyota operates one of the largest US dealer networks, about 1,200 franchised stores, so service is reachable almost anywhere, including the rural areas Tacoma owners frequent. Service satisfaction is generally at or above average.

The third-gen Tacoma ran eight model years as the segment's best seller, so OEM and aftermarket parts are abundant and cheap, and the naturally aspirated 2GR/2TR engines avoid turbo and hybrid component costs. Typical annual repair cost is among the lowest in the class.

The volume SR5/TRD trims get an 8-inch touchscreen, which is the largest offered and sits at the bottom of the truck band. The base SR has a 7-inch unit.

Toyota's older Entune 3.0-era system is slow and dated, with low-resolution graphics and a clumsy native interface, though physical knobs remain. Most owners bypass it using CarPlay or Android Auto.

Apple CarPlay and Android Auto are standard on every trim, but only through a wired connection. Wireless projection did not arrive until the 2024 redesign.

Dynamic Navigation (cloud-based, 3-year trial) and Dynamic Voice Recognition are optional or standard on upper trims, and Alexa connectivity is standard. The voice system is command-based rather than natural-language, and most owners use phone projection instead.

The base six-speaker system is average. The optional JBL system (subwoofer and amplifier, automatic-transmission models only) is a decent upgrade but not class-leading.

Every trim uses analog gauges with only a 4.2-inch color multi-information display between them. No configurable digital cluster is offered.

The only over-the-air element is cloud-based Dynamic Navigation map data on equipped trims. Vehicle software and the head unit are updated at the dealer or by USB, not over the air.

Remote Connect provides remote start, lock/unlock and vehicle status through the Toyota app, but it is a 1-year trial followed by a subscription and is included only on upper trims or packages. No digital key is offered.

There are three USB-A ports (one media port, two charge-only) and no USB-C. Qi wireless charging comes on TRD Sport and higher, and a 120V/400W bed outlet is available, which helps outdoor use.

Smart Key proximity entry with push-button start is standard only on automatic-transmission TRD Sport/Off-Road, Limited and TRD Pro trims. SR and SR5 use a traditional key, and phone-as-key is not offered.

A backup camera is standard. Rear parking sonar is available on SR5 and up, and the Panoramic View Monitor is limited to the Limited or an Advanced Technology Package, with a low-resolution image. Front sensors and automated parking are not offered.

No head-up display is offered on any 2022 Tacoma trim.

The Double Cab's 32.6-inch rear legroom leaves little room for rear-facing child seats, and the tall step-in height and short rear doors make loading kids awkward. IIHS rates LATCH ease of use Marginal.

Toyota Safety Sense P (AEB with pedestrian detection, lane departure alert and adaptive cruise) is standard on every trim. However, NHTSA rates it 4 stars overall, the 2022 truck won no IIHS award, and blind-spot monitoring costs extra on lower trims.

The cramped, upright rear bench, firm ride and noisy cabin make long family trips tiring. There are no rear climate vents or rear-seat amenities, and luggage has to ride in an open bed unless a tonneau is fitted.

Daily driving is manageable, but the low seat, busy 6-speed automatic that hunts for gears, firm ride and slow steering add fatigue. Adaptive cruise works only at highway speeds.

The V6 4x4 returns about 19–20 mpg combined on regular fuel, which is typical-to-weak for a mid-size truck and costly per mile compared with a car or crossover. Low maintenance costs help somewhat.

At 212 inches long, the short-bed Double Cab is much easier to park than a full-size truck, and its 40.6-foot turning circle is good for a pickup. Visibility is fine, but sensors and the 360 camera are optional.

With up to 6,800 lb of towing (V6 4x2) and a tough composite bed, the Tacoma handles light-to-moderate work. Payload of about 1,155–1,685 lb is modest, and the high-revving V6 strains under heavy loads.

The third-generation Tacoma has a long-proven body-on-frame chassis and V6, an outstanding long-term durability reputation, and class-leading resale value, though it lacks dedicated fleet trims.

The dent-resistant SMC composite bed, deck-rail cleat system, available 120V/400W bed outlet and Class-IV hitch are good work provisions. The Tacoma also has one of the largest aftermarket and upfit ecosystems of any mid-size truck.

The low, legs-out seats, noisy cabin and firm ride limit long-haul comfort, and adaptive cruise has no stop-and-go. A 21.1-gallon tank gives roughly 400 miles of range.

This is a benchmark adventure truck. 4WD with low range is available on every trim, and TRD Off-Road/Pro add a locking rear differential, Crawl Control and Multi-Terrain Select, while the Trail Edition adds lift and an insulated bed cooler box. A 120V outlet and huge accessory support round it out.

An open 5-ft bed with deck rails and adjustable cleats takes bikes, boards and coolers, and a 6-ft bed and hitch are available. The rear seat flips up for some in-cab storage, but the bed is unsecured without a tonneau.

Handling is secure but truck-like, with noticeable body roll and modest grip, especially on TRD Off-Road/Pro trims with all-terrain tires and softer off-road dampers. It trails the Colorado and Ranger on pavement.

The hydraulic-assist rack is slow and fairly numb on-center, requiring frequent corrections on the highway, though it is predictable and natural off-road.

The front-disc/rear-drum setup gives adequate but unremarkable stopping. Pedal feel is soft, and stopping distances on all-terrain-tired TRD trims are long for the class.

The Atkinson-cycle V6 makes its torque high in the rev range, and the economy-tuned 6-speed automatic is reluctant to downshift and hunts on grades. The result is lazy tip-in followed by sudden high-rpm surges.

The V6 is smooth but gets loud and buzzy when revved hard, which happens often given where its torque peaks. Little vibration reaches the controls.

The short-bed Tacoma's 40.6-foot turning circle is excellent for a pickup and much tighter than full-size trucks.

The infamous low-mounted seat creates a legs-out, knees-up position that a tilt/telescoping wheel and 10-way power seat only partly fix. The controls are simple and logically placed, but many drivers struggle to get comfortable.

The Tacoma is unrefined on pavement, but its trail ability, available 6-speed manual on V6 4x4s and enthusiast following give it real character, especially in TRD Pro form off-road.

Every 2022 Tacoma has Toyota Safety Sense P (automatic emergency braking with pedestrian detection, lane-departure alert, adaptive cruise) and Apple CarPlay/Android Auto as standard, which is generous for the safety tech. But the base SR's 159-hp four-cylinder, small screen and basic cabin mean most buyers have to step up a trim.

Typical V6 4x4 Double Cab trucks transact near $40,000 for an aging, slower and less refined truck than a Ranger or Colorado. Its class-best resale value recovers much of that premium at trade-in, but it is not a bargain up front.

The 2022 range is among the widest in the class: SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro, plus special editions like the Trail Edition, with Access or Double Cab, 5- or 6-ft beds, 4x2 or 4x4, an I4 or V6, and an available 6-speed manual.

The Tacoma was the best-selling mid-size pickup in the US in 2022 by a wide margin, outselling the Colorado, Ranger and Frontier combined for much of its run.

Toyota's reputation for durability, combined with the Tacoma's off-road and overlanding following, gives the model an unusually loyal fan base and supports its resale values.

The 2022 model year coincided with the chip shortage, when Tacoma inventory was thin, dealer markups over MSRP were common and Toyota offered almost no cash incentives. Buyers had little room to negotiate.

In 2022 the third-generation Tacoma was in its seventh model year. It is an evolution of a 2005-era design that was refreshed for 2020, and the redesigned fourth generation was due for the 2024 model year. Its powertrain and cabin lagged newer rivals.

Reviewers praise its off-road ability, reliability and resale value but routinely rank it below the Ranger, Colorado and Ridgeline for on-road refinement, driving position and powertrain. Its awards were for resale value and cost of ownership, not best-truck verdicts.