2023 Toyota Tundra Hybrid Review, Pricing, and Specs (2023)

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2023 Toyota Tundra Hybrid Review, Pricing, and Specs (1)


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  • Highs Impressive horsepower and torque, smooth ride, enormous and gorgeous infotainment display.
  • Lows Cargo space under rear seats is replaced by hybrid battery, better fuel economy doesn't mean great fuel economy, big-three rivals offer mightier capability.
  • Verdict The Tundra hybrid uses its bonus of electrical boost to deliver the most horsepower and torque of any Toyota truck ever—but hybridization isn't enough to push it to the top of the big-pickup segment.
By Austin Irwin


Toyota created a little stir when they announced the Tundra, which had been available with a V-8 for over 20 years, would only be available with a V-6. How quickly the offended forgot once the Tundra hybrid was revealed with 437 horsepower and 583 pound-feet of torque. That's an extra 56 horsepower and 36 pound-feet of torque to dry your tears with. A smooth-shifting 10-speed automatic and an additional 2000 pounds of max towing capacity over the outgoing truck didn't hurt either. The new hybridized Tundra bests the ancient V-8-powered pickup it replaced with better fuel economy and an interior that's been brought into the 21st century with a swath of comfort. Unlike its gas-only stablemate, the hybrid Tundra is offered only as a crew cab, with the choice of 5.5- or 6.5-foot bed lengths. One drawback to the hybrid battery is that the 288-volt nickel-metal hydride unit is stored under the rear seats, eliminating some of the Tundra's storage space. The Tundra hybrid is a pricy way to get into a full-size pickup, considering how strong the more affordable competition is from light-duty trucks such as the Ford F-150 and Chevrolet Silverado 1500.

2023 Toyota Tundra Hybrid Review, Pricing, and Specs (2)

What's New for 2023?

Toyota made no significant changes to the hybrid Tundra for 2023.

Pricing and Which One to Buy

    The priciest of Tundra pickups carry the hybrid powertrain, called i-Force Max in Toyota marketing lingo. In fact, the starting price is roughly $18,000 over what a gas-only Tundra SR begins at, but the hybrid models come with desirable features that entry-level trucks don't. Every Tundra hybrid comes with remote start and keyless entry, as well as a fob-operated tailgate release button. Plus, they all employ Toyota's massive 14.0-inch infotainment touchscreen. We'd stick with the Limited to avoid spending too much on a truck that doesn't deliver significantly more than its closest competitors.

    Engine, Transmission, and Performance

    Before fans of the Tundra's legendary V-8 get too teary-eyed, heed this; the Tundra Hybrid's 437-hp twin-turbo V-6 and 583 pound-feet of torque is the most muscle of any Toyota pickup— ever. Does the engine sound as cool as the old V-8? No. Does it tow more? Yes. And it's a far brawnier powertrain than the one in the non-hybrid Tundra, reviewed separately, which manages just 389 horsepower with 479 pound-feet of torque (348 horsepower and 405 pound-feet for the non-hybrid Tundra SR). Every Tundra uses a 10-speed automatic transmission, and the hybrid unit allows for electric-only driving at crawling speeds and even at some higher speeds when going downhill, saving the gasoline engine for when it needs it the most. Toyota's rear-suspension switch from leaf springs to coil springs has dramatically improved the Tundras ride and how it handles. The hybrid powertrain enables the Tundra to zip to 60 mph in 5.7 seconds. The only thing missing from the Tundra's lineup is a direct competitor that answers the lunacy of the Ford F-150 Raptor and Ram 1500 TRX. While the TRD Pro does offer a suspension that caters to some level of off-road glory, its skid plates, suspension lift, and all-terrain tires don't fling mud as far as others.

    View Photos

      Towing and Payload Capacity

      The Tundra hybrid can tow up to 12,000 pounds, which is a few thousand short of its strongest competitors. The F-150, for example, can pull up to 14,000 pounds. The Tundra also has a maximum payload capacity of 1940 pounds. Again, several other half-ton pickups can haul more weight in their cargo bed, with the Ford maxing out at 3250 pounds of payload.

      Fuel Economy and Real-World MPG

      The Tundra hybrid doesn't quite transform a pickup into a Prius, but its battery pack does help to marginally improve fuel economy. While the nonhybrid rear-wheel-drive Tundra is rated for up to 18 mpg city and 24 mpg highway (all-wheel drive reduces those figures by 1 mpg each), the hybrid model gets an estimated 20 mpg city and 24 mpg highway. On our 75-mph highway route, which is part of our extensive testing regimen, the hybrid model delivered only 19 mpg. For more information about the Tundra's fuel-economy ratings, visit the EPA website.

      Interior, Comfort, and Cargo

      The Tundra's cockpit has big square air vents, a massive infotainment screen, and thick knobs that are easy to use and won't scratch easily. The Tundra's geometrical dash and new door-trim panels are covered in materials that are a big improvement over the last pickup. Available on the 1794 Edition, Toyota has even gone full luxo with wood accents. The center console provides a massive catch-all for storage and there's no shortage of door cubbies for mail, beverages, or tools. The only major drawback with the hybrid is that the cargo space under the rear folding seats is unusable due to the 288-volt Nickle-metal Hydride battery that lives there. The extended- cab Tundra (a.k.a. Double Cab) is only available for nonhybrid models, leaving all Tundra hybrids as a crew cabs (Toyota calls this CrewMax) with the choice of either a 5.5- or 6.5-foot bed.

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        Infotainment and Connectivity

        One thing of the Tundra's that's bigger and better than what most other pickups offer is found in the cabin: its 14.0-inch infotainment touchscreen. This gigantic screen is standard on all hybrid models and is of high enough resolution to mistake Google Maps navigation for a video game. The infotainment system features a useful volume knob and standard wireless Apple CarPlay and Android Auto, but there's no tuning knob and the controls on the steering wheel have limited functionality. A subscription-based Wi-Fi hotspot is also offered.

          Safety and Driver-Assistance Features

          Every Tundra is stocked with a full complement of driver-assistance technology that includes automatic high-beams, blind-spot monitoring, rear cross-traffic alert, and more. For more information about the Tundra's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:

          • Standard forward-collision warning and automated emergency braking
          • Standard lane-departure warning and lane-keeping assist
          • Standard adaptive cruise control

          Warranty and Maintenance Coverage

          Toyota's limited and powertrain warranties align with what's offered on every other full-size pickup truck. However, Toyota's complimentary scheduled maintenance is unmatched.

          • Limited warranty covers three years or 36,000 miles
          • Powertrain warranty covers five years or 60,000 miles
          • Complimentary maintenance is covered for two years or 25,000 miles



          2022 Toyota Tundra TRD Pro
          Vehicle Type: front-engine, front-motor, rear/4-wheel-drive, 5-passenger, 4-door pickup

          Base: $68.500

          twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft; nickel-metal hydride battery pack)
          Transmission: 10-speed automatic

          Suspension, F/R: control arms/live axle
          Brakes, F/R: 13.9-in vented disc/13.6-in vented disc
          Tires: Falken Wildpeak AT3W
          285/65R-18 116T M+S

          Wheelbase: 145.7 in
          Length: 233.6 in
          Width: 81.6 in
          Height: 78.0 in
          Passenger Volume: 117 ft3
          Curb Weight: 6107 lb

          C/D TEST RESULTS
          60 mph: 5.7 sec
          1/4-Mile: 14.5 sec @ 92 mph
          100 mph: 18.0 sec
          Results above omit 1-ft rollout of 0.3 sec.
          Rolling Start, 5–60 mph: 6.5 sec
          Top Gear, 30–50 mph: 3.5 sec
          Top Gear, 50–70 mph: 4.2 sec
          Top Speed (gov ltd): 107 mph
          Braking, 70–0 mph: 194 ft
          Roadholding, 300-ft Skidpad: 0.71 g

          Combined/City/Highway: 20/19/21 mpg



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