2022 Toyota Tundra Hybrid Can’t Keep Up With Chevy and Ford

  • We tested the 2022 Toyota Tundra TRD Pro, and it’s heavier and slower than the last Ford F-150 PowerBoost and Chevrolet Silverado hybrid we tested.
  • The TRD Pro model comes as standard with a new iForce MAX twin-turbo V-6 hybrid powertrain that produces 437 horsepower and 583 pound-feet of torque.
  • The Tundra TRD Pro is 313 pounds heavier than the F-150 PowerBoost and 0.3 seconds slower at up to 60 mph.

    Welcome to Car and DriverTest Center, where we enlarge test numbers. We’ve been pushing vehicles to the limit since 1956 to provide objective data to enhance our subjective impressions (you can see how we tested it here). A more complete review of the Toyota Tundra 2022 can be seen here.

    Toyota overhauled the full-size Tundra pickup with many new technologies and features to make the third generation more appealing to customers than the more popular choices from Chevy, Ford, and Ram. But after bringing the TRD Pro hybrid model down the test track, we can report that it can’t compete with some competitors, not to mention that it costs more to get started.

    Jessica Lynn WalkerCar and Driver

    One of the Tundra hybrid’s biggest drawbacks (we haven’t tested the standard nonhybrid V-6 model yet) is the weight of the hybrid-exclusive TRD Pro model. It weighs in at 6,107 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 a 1.5 kWh nickel-metal hydride battery pack and electric motor and contributes to the TRD Pro’s 5.7 seconds of speed up to 60 mph and 14.5 seconds of the quarter mile at 92 mph.

    While the lighter F-150 hybrid has 7 horsepower less and 13 pound-feet less, it’s 0.3 seconds faster than that mark — and so did the 420-hp Chevy Silverado 1500 RST we tested. Yes, the F-150 hybrid isn’t equipped with Falken Wildpeak all-terrain tires like the TRD Pro, but the F-150 Tremor, also on all-terrain rubber, is 0.1 seconds faster than the Tundra. Both F-150s reached the quarter in 13.9 seconds. In our tests, however, the Yota outperformed the Ram 1500 Laramie and Rebel, which used a 5.7 liter V-8 and took 6.0 seconds and 6.4 seconds to hit 60 mph. It also beats the lesser Silverados powered by a 355-hp 5.3-liter V-8 rather than the mighty 6.2.

    The Tundra’s new 3.4-liter twin-turbocharged V-6 hybrid engine is new for 2022, and Toyota is calling it the iForce MAX. This is standard on the TRD Pro model tested here but is also available on all models except the SR and SR5. That makes 437 horsepower at 5200 rpm and 583 pound-feet of torque at 2400 rpm, compared to the standard nonhybrid V-6 which makes 348 horsepower on the base SR model or 389 horsepower on the others. Toyota hasn’t released an EPA estimate on the hybrid and we haven’t run it through our real-world 75-mph highway fuel economy test.

    Not only is it slower and more expensive than American pickups, the Tundra also doesn’t corner well on the skidpad. Sure, the pickup isn’t meant to maximize cornering, especially when equipped with all-terrain tires, but the Tundra’s 0.71g grip follows in the footsteps of the F-150 Tremor (0.74g). That’s better than 0.68 g of Ram Rebel. But even the massive Ram 1500 TRX, which uses 35-inch rubber to almost match the performance of the Tundra, trails just 0.01g.

    We’ll get a better idea of ​​how the new Toyota Tundra compares to its competitors when we get additional models to test and do a full-size pickup comparison, so stay tuned. For now, though, the Tundra TRD Pro appears to be performing slightly lower than the best from Chevy and Ford.

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