The TRD Pro model comes standard with the new iForce MAX twin-turbo V-6 hybrid that makes 437 horsepower and 583 pound-feet of torque.
The Tundra TRD Pro is 313 pounds heavier than an F-150 PowerBoost and 0.3 second slower to 60 mph.
Toyota overhauled its Tundra full-size pickup with loads of new tech and features to make its third generation more appealing to customers than the more popular options from Chevy, Ford, and Ram. But after taking a hybrid TRD Pro model to the test track, we can report that it can't keep up with some of the competition, not to mention that it's also more expensive to start.
One of the Tundra hybrid's biggest disadvantages (we have yet to test a standard nonhybrid V-6 model) is that the hybrid-exclusive TRD Pro model is heavy. It weighed in at 6107 pounds, 313 pounds heavier than the Ford F-150 PowerBoost hybrid and 545 pounds more than the F-150 Tremor. That extra weight comes from its roughly 1.5-kWh nickel-metal hydride battery pack and electric motor and contributes to the TRD Pro's 5.7-second run to 60 mph and 14.5-second quarter-mile at 92 mph.
Even though the lighter F-150 hybrid has 7 fewer horsepower and 13 fewer pound-feet, it was 0.3 second quicker to that mark—and so was a 420-hp Chevy Silverado 1500 RST we tested. Yes, the hybrid F-150 wasn't equipped with Falken Wildpeak all-terrain tires like the TRD Pro, but the F-150 Tremor, also on all-terrain rubber, was 0.1 second quicker than the Tundra. Both F-150s hit the quarter in 13.9 seconds. However, in our testing, the Yota outruns both the Ram 1500 Laramie and Rebel, which use a 5.7-liter V-8 and required 6.0 seconds and 6.4 seconds to reach 60 mph. It also beats lesser Silverados powered by the 355-hp 5.3-liter V-8 rather than the mighty 6.2.
The Tundra's twin-turbocharged 3.4-liter V-6 hybrid engine is new for 2022, and Toyota calls it iForce MAX. It's standard on the TRD Pro model tested here but also available on all but the SR and SR5 models. It makes 437 horsepower at 5200 rpm and 583 pound-feet of torque at 2400 rpm, compared to the standard nonhybrid V-6 that makes 348 horsepower in the base SR model or 389 horsepower in the others. Toyota hasn't released EPA estimates on the hybrid and we have yet to run it through our real-world 75-mph highway fuel economy test.
It's not just slower and more expensive than the American pickups, the Tundra also doesn't corner as well on the skidpad. Sure, pickups aren't meant to maximize cornering, especially when equipped with all-terrain tires, but the Tundra's 0.71 g of grip trails that of the F-150 Tremor (0.74 g). That is better than the Ram Rebel's 0.68 g, though. But even the hulking Ram 1500 TRX, riding on 35-inch rubber nearly matched the Tundra's performance, trailing by only 0.01 g.
We'll get a better idea of how the new Toyota Tundra hangs with its competitors when we get additional models in for testing and conduct a full-size-pickup comparison, so stay tuned. For now, though, the Tundra TRD Pro looks to be coming up a bit short in performance compared to the best from Chevy and Ford.
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