Buying a 2016–2022 Toyota Tacoma: the honest guide

By AutoVetting Editorial · Published June 1, 2026

The Toyota Tacoma is the single most popular mid-size truck in America, and has been for over 20 consecutive years. The 3rd-generation model — sold from 2016 through 2022 before the redesigned 4th gen arrived for 2024 — is the version most used-car buyers encounter today. If you're shopping for a reliable work truck that holds its value, can handle light off-road duty, and will still be running at 200,000 miles with basic maintenance, the 3rd-gen Tacoma is a defensible choice.

But "Tacoma = reliable" is not the full story. The 3rd gen introduced a new 3.5L V6 with direct injection, a new 6-speed automatic with a documented transmission shudder problem, and the catalytic converter theft epidemic that makes Tacomas a top target in most metro areas. This guide explains what to watch for so you buy the right truck at the right price.

TL;DR: The 3rd-gen Toyota Tacoma (2016–2022) is one of the best-value used mid-size trucks, but it isn't homework-free. There's an engine split: the common 3.5L 2GR-FKS V6¹ (278 hp, direct injection) and the simpler port-injected 2.7L 2TR-FE four-cylinder (SR only). The biggest named risk is the V6 6-speed automatic's hunting/shudder, addressed by a Toyota ECM-update TSB;² the other big one is catalytic-converter theft. The safest buy is a 2020–2022 V6 (TSB applied) with an intact cat, a clean undercarriage, and full service records — verify open recalls by VIN.³

The engine split: I4 vs. V6 matters more than year

The single most important thing to know before shopping a 3rd-gen Tacoma: there are two completely different engines in this generation, and they have different inspection priorities and different long-term risk profiles.

3.5L 2GR-FKS V6 (most common)¹ — available on SR5, TRD Sport, TRD Off-Road, Limited, and TRD Pro trims. This is the engine in the overwhelming majority of used Tacomas you'll find. It makes 278 hp and is paired to either a 6-speed automatic or 6-speed manual. The 6AT has a well-documented hunting/shudder problem addressed by a Toyota ECM/transmission-control software update.² The 2GR-FKS also uses direct injection, which means intake valve carbon buildup becomes a maintenance consideration at 80,000+ miles ($400–$800 walnut-blast cleaning).

2.7L 2TR-FE I4 (less common) — available only on the SR trim, usually in the Access Cab configuration. This engine uses older port-injection technology, which means no GDI carbon concern. It's paired to a 6-speed automatic only. The I4 is underpowered by modern standards (159 hp), but it's a simpler powertrain with a longer proven track record. Towing capacity drops significantly vs. the V6. For buyers who don't need to tow and want the lowest long-term risk profile, the I4 SR is worth considering — and it usually sells for $3,000–$5,000 less than a comparable V6 truck.

To confirm which engine is in the specific truck you're considering, decode the 8th digit of the VIN: T = 3.5L V6, G = 2.7L I4.

Known issues

6-speed automatic hunting and shudder (V6 trucks)

The 6AT on 3rd-gen Tacoma V6 trucks is the most widely reported complaint across owner forums. In normal highway stop-and-go, the transmission hunts for the right gear — repeatedly downshifting under light throttle conditions where it should be locked in. Toyota addressed this with an ECM-logic update (Toyota TSB T-SB-0092-20 for 2019–2020 trucks)² that changes shift behavior. Most dealership-serviced trucks with V6 and 6AT have this update applied, but private-seller trucks may not. The fix costs nothing ($0 at a Toyota dealer under warranty; $0–$200 out of warranty). The check: drive the truck at 35–55 mph in light traffic for 10 minutes and feel for any aggressive hunting or repeated downshifts under light pedal pressure. A smooth, settled transmission is a good sign; hunting behavior means the TSB was not applied or the hardware needs attention.

GDI carbon buildup on the 2GR-FKS V6

Direct injection engines — including the 2GR-FKS in the 3rd-gen Tacoma — don't wash intake valves with fuel the way port-injected engines do. Over time, carbon deposits from blow-by gases accumulate on the intake valves, potentially affecting idle quality and cold-start performance above 80,000 miles. The fix is a walnut-blast cleaning of the intake valves: roughly $400–$800 at an independent shop with the right equipment. This isn't a catastrophic failure — it's a scheduled maintenance item at high mileage. Check service records for evidence of cleaning, and test idle quality during the test drive.

Frame rust (salt-belt trucks only)

2nd-generation Tacomas (2005–2015) had such severe frame rust problems in Northeast and Midwest states that Toyota ran a buyback program. The 3rd-gen (2016+) frames are better — Toyota improved the frame coating — but salt-belt trucks still develop surface rust that can progress to structural rust on high-mileage examples. If you're buying in Arizona, California, or the South, this is not a concern. If you're buying in Ohio, Michigan, New York, or New England, get a full undercarriage inspection by a trusted shop before any offer. Through-frame rust = walk away.

Catalytic converter theft

The Tacoma sits high off the ground and has a large catalytic converter — both factors making it one of the top five catalytic converter theft targets nationally. Before any test drive, crawl under the truck and listen for an abnormally loud exhaust note at startup (a stolen cat sounds like a race car). Replacement cost runs $1,500–$3,000 per catalytic converter. An aftermarket cat shield ($200–$400 installed) is the most effective prevention.

Cold-weather manual transmission notchiness

If you're looking at a 6-speed manual Tacoma (TRD Sport and TRD Off-Road in certain configurations), the manual has a well-documented cold-weather engagement issue — the shifter feels notchy and stiff when cold. This is a known characteristic, not a failure mode. It warms out within the first few miles of driving. Not a deal-killer, but know what you're experiencing on a cold-morning test drive.

Best years vs. avoid years

Best years: 2020–2022 — By the 2020 model year, the 6AT TSB had been widely applied during manufacturing, the GDI-related software updates were current, and the platform had four years of refinement. The 2022 (final year before the 4th-gen) represents a fully sorted 3rd-gen. These trucks command a premium, and rightfully so.

Years to verify carefully: 2016–2017 — First- and second-year 3rd-gen trucks are more likely to have the 6AT issue unaddressed (earlier TSB history) and were the initial production run with the GDI engine. Not inherently worse, but require more verification work. If the TSB is confirmed completed and you can inspect the undercarriage and drivetrain, a well-maintained 2016–2017 at a meaningful discount vs. a 2020+ can be a sound buy.

The TRD Pro premium: questionable value for used buyers — TRD Pro trucks command $4,000–$8,000 over equivalent TRD Off-Road trucks on the used market, primarily for cosmetics (Fox shocks, heritage graphics) and a factory skid plate package. The Fox shocks wear like any shock at high mileage and cost $1,500–$2,000 to replace. Unless you specifically want the TRD Pro's specific aesthetic, the TRD Off-Road is the smarter used buy.

What to pay

The 3rd-gen Tacoma holds its value better than almost any other vehicle in its segment. Expect to pay:

• SR5 Access Cab I4, under 80k miles: $21,000–$25,000
• SR5 or TRD Sport Double Cab V6, under 80k miles: $24,000–$30,000
• TRD Off-Road Double Cab V6, under 80k miles: $28,000–$34,000
• TRD Pro, under 80k miles: $34,000–$42,000

Prices vary by region — Southwest trucks (no rust, high demand) are consistently $2,000–$4,000 higher than identical trucks in the Midwest. A 2016–2017 Tacoma with 100,000+ miles should be priced $3,000–$5,000 below the ranges above; walk away from anything priced at late-model money with six-figure mileage. See where a given truck lands against our editorial picks on the Tacoma's Pinpoint card.

Inspection priorities

Before any offer, run the AutoVetting inspection checklist and prioritize:

1. Transmission behavior test — 10+ minutes of highway stop-and-go driving. Any hunting or repeated downshifts = TSB not applied. Get confirmation in writing from the seller that it will be applied before purchase, or negotiate the cost into the price.
2. VIN decode + engine confirm — Verify the 8th digit matches the engine badge. Run NHTSA's recall lookup³ to check all open recall campaigns for this VIN.
3. Undercarriage inspection — Salt-belt trucks require a lift inspection by a shop. Southwest trucks: basic visual check is sufficient.
4. Cat converter presence — Crawl under and listen at cold startup. A quiet exhaust = intact cat. Loud exhaust at startup = stolen cat, walk away or negotiate replacement into the price.
5. Oil level and dipstick check — Check for oil dilution (overfull dipstick, slight gas smell) particularly on high-mileage V6 trucks.
6. Service records — Look for evidence of regular oil changes, transmission fluid service at 60k, and the 6AT TSB application.

The verdict

The 3rd-gen Toyota Tacoma is one of the best-value used trucks in the market — but "best value" doesn't mean "no homework." The V6 6AT hunting issue, GDI carbon at high mileage, and catalytic converter theft risk are real and require explicit verification before purchase. A truck where you can confirm: (1) the transmission shift-update TSB applied, (2) intact catalytic converter, (3) clean undercarriage, and (4) regular service history is a genuinely excellent used purchase that will hold its value better than almost anything else in this price range.

The TRD Off-Road Double Cab V6 is the sweet spot: real capability, strong resale, wide parts availability, and — assuming you've done the inspection — the kind of reliability floor that makes 300,000-mile Tacomas a genuine expectation rather than a fantasy.

Frequently asked questions

Is the 2016 Toyota Tacoma reliable?

Yes — the 3rd-gen Tacoma is one of the most reliable mid-size trucks you can buy, with 300,000-mile examples a genuine expectation on basic maintenance. The caveats are specific: the V6 6-speed automatic's hunting/shudder (fixed by a software update), GDI intake-valve carbon at high mileage on the V6, and catalytic-converter theft risk. Verify each and you have an excellent used truck.

Which Tacoma engine should I get, the V6 or the four-cylinder?

The 3.5L 2GR-FKS V6 (278 hp) is in the overwhelming majority of used Tacomas and is the right pick if you tow or want full capability — just account for the 6AT shift update and high-mileage GDI carbon cleaning. The 2.7L 2TR-FE four-cylinder (SR only) is port-injected, so no carbon concern, simpler, and usually $3,000–$5,000 cheaper, but it's underpowered and tows much less.

Why does my Tacoma transmission shift roughly or hunt for gears?

The 3rd-gen V6's 6-speed automatic is known to hunt and downshift repeatedly under light throttle. Toyota issued an ECM-logic software update (TSB) that changes shift behavior and resolves most of it at little or no cost. On a test drive, do 10+ minutes of light-throttle 35–55 mph driving; persistent hunting means the update wasn't applied.

Are Toyota Tacomas targeted for catalytic converter theft?

Yes — the Tacoma sits high off the ground with a large, accessible catalytic converter, making it one of the top theft targets nationally. Before buying, listen for an abnormally loud exhaust at cold startup (a stolen cat sounds like a race car). Replacement runs $1,500–$3,000; a cat shield ($200–$400 installed) is the best prevention.

What's the best year for a 3rd-gen Tacoma?

2020–2022 is the sweet spot: by 2020 the 6AT shift update was widely applied in production, the GDI software was current, and the platform had years of refinement. The 2022, the last 3rd-gen year, is the most fully sorted. A 2016–2017 at a meaningful discount can still be a sound buy if the TSB is confirmed and the undercarriage and drivetrain check out.

Sources

1. Toyota GR engine (2GR-FKS) — specifications (3.5L 2GR-FKS output, displacement, D-4S injection).
2. Toyota TSB T-SB-0092-20 (via NHTSA) (2019–2020 Tacoma 2GR-FKS / AC60 driveability and shift ECM-logic update).
3. NHTSA — Recalls VIN lookup (check open recalls by VIN).

Researched and written by AutoVetting Editorial. Recall, specification, and failure-pattern detail draw on the numbered sources above and the NHTSA complaint database; always confirm recall status and vehicle specifics by VIN before purchase.