Toyota Tundra 2023 review: Hybrid

Toyota offers a wide variety of Tundra models in the USA, from the working-class SR to the range-topping Capstone we drove in LA. In between there’s the SR5, Limited, Platinum and TRD Pro.

Prices range from US$38,965 (approx. $50,000) for the entry-level up to US$77,645 (approx. $120,000) for the Capstone, although the cost of importing and converting the Tundra means a like-for-like price conversion isn’t truly representative.

For that price, as you’d expect, the Capstone comes generously equipped. Some of the standard equipment highlights include 22-inch chrome alloy wheels, LED headlights and daytime running lights, keyless entry and ignition, sunroof, leather-trimmed seats, dark American walnut interior trim, power outlet in the rear, wireless smartphone charging pad, dual-zone climate control, heated and ventilated front and rear seats and a heated steering wheel.

Our test vehicle was the range-topping Tundra Capstone. (Image: Stephen Ottley)

There’s a high degree of technology, too, befitting the Tundra Capstone’s role as a luxury pick-up, with a 12.3-inch digital instrument panel and 10-inch colour head-up display as well as a 14-inch multimedia touchscreen with 12-speaker JBL sound system compatible with wireless Apple CarPlay and Android Auto.

The media system is the same as found in the latest Toyota models in Australia, but the functionality is better in the USA.

We were able to find destinations with a simple voice command, more easily than we’ve experienced in the local models.

There’s a high degree of technology, befitting the Tundra Capstone’s role as a luxury pick-up. (Image: Stephen Ottley)

As mentioned earlier, the Tundra has a massive amount of space in the cabin. Think of the difference in size between a HiLux and Tundra in the same way a Mercedes-Benz S-Class is larger than an E-Class.

But because it’s a ute, with a boxy cabin design, it feels even more spacious than a luxury sedan.

You could easily fit five adults in comfort in the Tundra thanks to the extra width and height offered by the generous dimensions on the vehicle overall. 

The Tundra has a massive amount of space in the cabin. (Image: Stephen Ottley)

That’s only half the story. Up front, the seats are comfortable and wide but there’s still a huge amount of not-so-small-item storage space.

The console between the two front seats is brilliant, big enough to accommodate two large cupholders, several sliding trays, an armrest big enough for two, coin slots and more.

This is one of the most practical and spacious vehicles this reviewer has ever driven, putting it in a different league to the HiLux and its rivals. 

You could easily fit five adults in comfort in the Tundra thanks to the extra width and height. (Image: Stephen Ottley)

The Capstone has the shorter 1666mm (5'5") tray, as opposed to the 1971mm (6'5") one available on other variants, but it’s still 1490mm wide, with 1236mm between the wheel arches.

It also has a 120-volt outlet in the tray, along with LED lights so you can see what you’re doing in low light. 

There’s also a power vertical window so you can access the tray from the cabin, if needed. 

Toyota has developed a new 3.5-litre twin-turbo V6 petrol engine for the Tundra, labelled ‘i-Force’ and available in selected models in the US. However, we drove the range-topping model, the i-Force Max, which combines the V6 engine with an electric motor to create a hybrid powertrain. 

It’s a parallel hybrid system with an electric motor generator located between the engine and 10-speed automatic transmission, adding 36kW/250Nm.

Interestingly, the Tundra hybrid uses the older nickel-metal hydride battery technology, rather than the more modern lithium-ion that even Toyota has moved to in other hybrid models, citing the reliability of the older make-up as a key reason behind the decision.

Toyota has developed a new 3.5-litre twin-turbo V6 petrol engine for the Tundra, labelled ‘i-Force’. (Image: Stephen Ottley)

The petrol-only i-Force V6 makes 290kW/650Nm but the i-Force Max elevates those figures to 325kW/790Nm for V8-levels of performance.

In fact, that’s significantly better than the 5.7-litre V8 from the previous generation model that only managed 284kW/544Nm.

There is the option to get the Tundra i-Force Max in 4x2 but we drove the 4x4 model, with part-time all-wheel drive and a two-speed transfer case.

The i-Force Max combines the V6 engine with an electric motor to create a hybrid powertrain. (Image: Stephen Ottley)

Obviously fuel consumption is one of those areas where you expect a hybrid to impress, but if you’re expecting Prius-like figures you’ll be disappointed.

This is a very large vehicle, so even with hybrid assistance and active grille shutters and active aero front spoiler for improved fuel economy it’s still a thirsty beast.

Officially, Toyota USA claims the Tundra i-Force Max is capable of using 11.7 litres per 100km on the combined urban/highway cycle.

The Tundra has a 121-litre fuel tank, so you should have a range of approximately 1000km. (Image: Stephen Ottley)

That’s slightly better than GMSV's claim for the Silverado 1500 locally and the Ram 1500, which are both rated at 12.2L/100km.

In our relatively short test drive we saw a return of 15.7L/100km, but that was spent driving around Los Angeles, which meant some freeway running but also a large amount of urban mileage so not representative of its potential.

On the plus side, it has a 121-litre fuel tank, so once you get past the sting of filling it up, you should have a range of approximately 1000km - under the right circumstances.

Toyota hasn't confirmed any local details for ownership, but has promised the locally-converted Tundra will be as close to factory quality as possible. So there’s no reason to think they won’t be covered by the brand’s usual warranty of five years and unlimited kilometres.