Highly Capable With Easy Livability

The big, bad Tundra is Toyota’s full-size truck offering that’s designed to tussle with the Detroit Three’s long-established offerings. Now in its third generation, the latest-and-greatest Tundra features a turbocharged V6 engine that can also be paired with an advanced hybrid system to deliver even more performance with reduced fuel consumption… at least on paper. In off-road-ready TRD Pro trim, this pickup offers excellent capability yet is still surprisingly livable thanks to its comfortable interior and luxury car-rivaling refinement.

Unfortunately, you have to pay for those privileges, and this particular Tundra is not cheap. With a smattering of options and $1,945 in destination fees, the truck provided for testing checks out for – drumroll please – $77,958. Yikes! That big number at the bottom of the window sticker is eye-wateringly high, though it’s par for the course these days, and right in line with what rival trail-ready models like the Chevy Silverado 1500 ZR2, Ford F-150 Tremor and Ram 1500 RHO cost.

2025 Toyota Tundra TRD Pro First Impressions

The first thing you’ll notice about the current-generation Tundra is almost certainly the grille. This truck’s face is dominated by a massive opening that looks like it could flow enough air to keep a commercial airliner flying high. On the TRD Prom model, that grille is filled in with a coarse mesh texture, and “TOYOTA” is spelled out in massive capital letters near the top of the opening. Toward the middle of the grille, this trim level also features a light bar for extra illumination while tackling your favorite trails at night.

This particular truck is dressed in a light-brown paint called Mudbath, a unique and interesting hue, one that should hide dirt extremely well. That color also contrasts with numerous black accents, from the mirror caps and door handles, to the grille insert, bodyside appliques, A-pillar trim, and the wheels themselves. Speaking of rollers, this truck features forged BBS rims that measure a modest 18 inches in diameter and are wrapped in Falken Wildpeak A/T tires for plenty of traction, even in adverse conditions. In a world where some vehicles come with gargantuan 24-inch wheels right from the factory, 18s are just about perfect.

The Tundra’s flanks are quite clean, free of unnecessary trim or creases, and this example is fitted with running boards to make it easier to climb aboard or alight, a $655 option that’s smart to get. At the rear, the TRD Pro’s backside matches the front end in that it’s quite busy looking, complete with large lettering stamped into the tailgate.

Thanks to its squared-off shoulders, clean sides, and handsome detailing, this version of the Tundra looks far better than its predecessor, though I’m not convinced this truck is more attractive than an F-150 or Ram. Those two competitors are very handsome.

Exterior Dimensions

Driving Impressions And Performance

One of the first things I noticed when driving this truck is just how massive it feels. The Tundra isn’t any larger than its full-size competitors, but in some ways it feels bigger than a Kenworth tractor trailer. This rig seems to take up a full lane and a half, and consequently, just like I’d do while towing, I always end up checking the mirrors while taking corners to make sure I don’t clip the curb or crash into any road signs. I have not driven other versions of the Tundra, just the TRD Pro model, so less off-road-focused trims may seem nimbler, but this version feels absolutely enormous, even though it’s basically the same size as other so-called “half-ton” rigs.

Despite feeling like an over-the-road truck, this Toyota is remarkably refined. The ride quality is firm enough to control the body well over large surface imperfections but still soft enough to filter out roadway harshness and smother gnarly surfaces. TRD Pro models feature a special suspension system with a 1.1-inch lift up front, red-painted control arms, 2.5-inch Fox internal bypass shocks up front and dampers with remote reservoirs at the rear. Back up front, there’s also a specially tuned stabilizer bar and an aluminum skid plate to protect delicate powertrain components from rough terrain.

One surprising aspect of the Tundra is how quiet it is. Even at highway speeds, the interior remains eerily hushed, silent enough to hear a passenger’s whispers. You’d think this boxy, high-riding truck fitted with an off-road suspension system would make far more noise than it does, and yet the Tundra’s cabin remains practically as hushed as a luxury car’s.

Acceleration And Braking

Hybrid Tundras feature Toyota’s i-Force Max powertrain. This system is built around a 3.4-liter twin-turbocharged V6 engine that is augmented by a 1.87-kilowatt-hour nickel-metal-hydride battery pack and electric motor that is mounted between the engine and 10-speed automatic transmission. If all this sounds familiar, it should; the PowerBoost hybrid system Ford employs in the F-150 uses essentially the same formula.

This drivetrain delivers a stout 437 horsepower and a staggering 583 pound-feet of torque. On its own, the previously mentioned electric motor is good for 48 hp and 184 lb-ft. That’s enough to rocket this rig from a standstill to 60 mph in less than 6.0 seconds, a certifiably quick performance for a vehicle of this size and weight.

In normal, everyday driving the Tundra moves with authority. This truck pulls with vigor right off the line, something that makes passing slower traffic or merging onto the highway stress-free affairs. Switch over to the sport driving mode and the throttle response is noticeably quicker, almost jumpy, and the Tundra feels even more enthusiastic.

This truck’s powertrain works extremely well, and it’s very smooth. Almost zero vibration or harshness can be felt in the cabin, even when you stand on the accelerator pedal. Similarly, the gearbox is very smooth, seamlessly rifling through its copious stack of ratios without any drama. In fact, the only time you really even notice the transmission is when it downshifts as you slow to a stop, that’s it.

The Tundra has no trouble getting up to speed, and when it’s time to slow things down, there are no issues, either. The brakes work well, and the pedal feels good under your foot, firm and reassuring. The transition from regenerative braking to the traditional friction brakes is seamless and smooth. As with the Toyota Sienna minivan I recently reviewed, there’s one unusual aspect to the Tundra’s dynamics. When you lift your foot off the accelerator pedal, the truck does not really slow down, it kind of sails along. This is probably great for efficiency, but it takes a little getting used to because initially it feels like you’re always charging at red lights and the back ends of other vehicles in front of you.

Performance Specifications

2025 Toyota Tundra TRD Pro Hybrid Fuel Economy

Hybrid powertrains are all about saving as much fuel as reasonably possible. These systems can also deliver greater performance, as is the case with the Tundra’s i-Force Max setup, but efficiency is still the name of the game… or is it?

According to the U.S. EPA, this TRD Pro is rated at 18 miles per gallon city, 20 highway and 19 mpg combined. Those estimates are, to be honest, not great, scarcely better than what you’d get from a V8. And unfortunately, in real-world use, this truck misses the mark. In a roughly even mix of city, highway and two-lane driving, I’ve been getting around 17.7 mpg according to the onboard computer, a disappointing performance, especially for a Toyota hybrid.

Non-TRD Pro models with the same i-Force Max powertrain are, however, slightly more economical. Rear-wheel-drive versions of the Limited, Platinum and 1794 models should sticker at 20 mpg city, 24 highway and 22 combined. Surprisingly, though, four-wheel-drive F-150s fitted Ford’s PowerBoost hybrid system are appreciably more economical than equivalent Tundras. These trucks should return 22 mpg city, 24 highway and 23 combined.

Interior Design And Comfort

Inside, the Tundra’s cabin is attractively designed and quite comfortable. The front bucket seats are cushy yet supportive, though they are cut practically as wide as a loveseat, so don’t expect much lateral support, not that you’ll be carving corners in this truck. The second-row bench seat has miles of headroom and leg space, plus the cushions are plush yet supportive.

As for the Tundra’s cabin, it’s mostly pleasant, though “TOYOTA” spelled out in blocky capital letters on the passenger side of the dashboard is a bit cheesy. Overall, the dash is straightforward and ergonomic, with simple physical climate controls, a solid-feeling mechanical gear selector, and large, easy-to-adjust air vents. There’s nothing complicated here and there’s almost no learning curve, which is refreshing in 2025. Accentuating this truck’s gargantuan feel, the dashboard is quite tall (plus the hood is high and mostly flat), making it feel like you’re sitting deep inside this truck, even if you elevate the driver’s seat.

The materials Toyota employed in the Tundra are, for the most part, good. There’s soft plastic where you expect it, including the upper sections of the door panels, and the hard polymers are nicely grained, though this cabin, at least in the TRD Pro model, is not quite as nice as what you get in an F-150 or Ram these days. There’s little to complain about here, though some rivals do have a slight edge.

Interior Dimensions

Technology And Ease Of Use

Like other Toyota’s, the Tundra’s technology is mostly agreeable. The 14-inch touchscreen is positively huge, but it still looks appropriately sized on this big truck’s dashboard. While not my all-time favorite – there’s a lot of scrolling to get to various settings, and the lack of a proper home screen is a little unusual – the infotainment system that lives in that display is intuitive enough and quite responsive. The system also supports wireless smartphone mirroring via Android Auto and Apple CarPlay, so there’s always a familiar, easy-to-use interface at your disposal. Beyond that, there’s also a clear and legible digital instrument cluster in this pickup, which clocks in at a generous (and quasi-industry-standard, it seems) 12.3 inches.

When it comes to advanced driver assistance technologies, this truck has plenty. Toyota Safety Sense 2.5 is standard across the model range, providing a raft of helpful amenities. This suite includes features like highly effective adaptive cruise control, lane-keeping assist, road sign recognition, automatic high beams, and more. Blind spot monitoring is also standard in nearly all Tundra models.

Cargo And Storage Space

When it comes to versatility, the Tundra is right in line with other full-size pickups. TRD Pro models only come with a 5.5-foot-long bed, though a 6.5-footer is available on other trim levels. This cargo box is made of aluminum-reinforced polymer, a material that will never rust and should be nearly impervious to dents or other damage. Several tie-down locations make it easy to secure cargo – or brush, as I learned – in the bed.

The Tundra’s cabin has plenty of storage space, too. The door panels have tiered cubbies, so there are lots of nooks and crannies to stash stuff. Also, the center console is gargantuan, wide, tall and deep, with more cubbies than a daycare center. As for the glovebox, it’s rather small, and most of the space is taken up by the owner’s manual.

Moving rearward, there’s plenty of room in the second-row seat. The split lower cushions flip up for greatly enhanced versatility, but unfortunately, Tundra Hybrids lack any under-seat storage, as this space is occupied by the hybrid system’s battery pack.

2025 Toyota Tundra TRD Pro vs. Competitors

The Tundra TRD Pro competes against other off-road-focused full-size trucks. This includes the Chevy Silverado 1500 ZR2, Ford F-150 Tremor, and Ram 1500 RHO. These rigs are designed for pretty severe trail bashing and are all equipped with powerful engines, advanced four-wheel-drive systems, specially calibrated suspension systems, and other mission-specific upgrades.

2025 Toyota Tundra TRD Pro Compares To The 2025 Ford F-150 Tremor Model

The Tundra TRD Pro and F-150 Tremor are surprisingly comparable pickup trucks. Both have 10-speed automatic transmissions, upgraded suspension systems, 5.5-foot-long beds, and spacious crew-cab bodies. This version of the F-150 does not appear to be available with a hybrid powertrain, which is a bit disappointing compared to the Toyota, though a lovely 5.0-liter V8 is offered, a wonderful engine for folks who want something a bit more traditional than a twin-turbo V6. Under the hood, it’s unlikely either one of these trucks would have any significant advantage over the other.

Performance

Both of the Tremor’s available engines are good for an even 400 horses, significantly less than the TRD Pro’s i-Force Max system is good for. The Coyote V-8 delivers a modest 410 pound-feet of twist, though Ford’s 3.5-liter EcoBoost V6 is rated at 500 pound-feet of twist, which gets you closer to the Toyota’s output.

In theory, the Tundra ought to outrun the Tremor thanks to its additional horsepower and torque, however, the non-hybrid Ford should best the TRD Pro’s efficiency… on the highway, at least. According to the EPA, the EcoBoost model is rated at 16 mpg city, 21 highway, and 18 combined, while models fitted with the V-8 should be good for 15 city, 20 highway, and 17 mpg combined. In EPA testing, the EcoBoost-equipped Tremor beats the hybrid Tundra by 1 mpg on the highway.

Comfort

With 5.5-foot-long beds, crew-cab bodies, and off-road-tailored suspension systems, both of these trucks offer plenty of interior space and should offer similar levels of comfort. The Toyota’s seats are very good, and Ford typically does an excellent job in this department, too. When it comes to passenger space, the F-150 appears to have significantly more legroom in both rows of seats, though to be fair, Ford lists maximum figures, almost certainly with the front seats all the way forward. The Tremor also has a tiny bit more headroom and shoulder room, advantages that probably aren’t noticeable in the real world. Regardless of what the specs sheets say, both of these trucks offer lots of cabin space and comfort.

Technology

Generally, I prefer Ford’s technology to what Toyota offers these days, as I find it a little more intuitive. The Tundra’s screens, however, are slightly larger than the F-150’s, but not by a huge amount. Both of these trucks come with plenty of standard driver aids, though the Tremor is also offered with BlueCruise, Ford’s adaptive cruise control system with lane centering and hands-free capability, which is available on select highways. BlueCruise works exceptionally well and is a major reason to consider the Tremor over the TRD Pro, as good as Toyota’s adaptive cruise control system is.

Our Recommendation For Which Model You Should Buy

The Tundra TRD Pro and F-150 Tremor are closely matched rivals that offer broadly similar comfort, capabilities, and features. I prefer the Ford’s more subdued styling, plus it offers a whisker more interior space (whether this matters in the real world is tough to quantify), though the Toyota is super refined, has plenty of great amenities, and is ready for the toughest trails you can find. If I had to pick between these two trucks,

I’d probably go with the Tremor, however, Ford has had an almost unbelievable number of recalls in recent months and years, which would seem to indicate there are significant internal issues at the company, so if you’re going to drop 80 grand on a truck and you plan on keeping it for more than just a quick lease, absolutely consider the Tundra. In the long haul, this Toyota will probably be way less problematic, something that translates into greater savings and fewer headaches.