The TRD Pro package is only available with the Hybrid powertrain.
Pricing for the package is $14,160 in Canada.
In late spring of 2022, I drove and reviewed the all-new 2022 Toyota Tundra. My takeaway from the experience was that the new truck maintained the beloved Toyota’s essence albeit with a serious dose of technology and attention to detail.
At the time, my only regrets at the time were the handlebar mustache and the absence of the i-Force Max, aka the hybrid version of the twin-turbocharged twin-intercooled 3.5-litre V6. This Solar Orange 2022 Toyota Tundra Hybrid CrewMax Limited TRD Pro fixes everything.
TRD Pro solves almost everything
As far as design goes, the Tundra’s new digs are just short of stellar. The chrome grille surround was a point of contention as on the previously tested CrewMax Limited Long Bed. The TRD Pro’s mostly monochromatic paint scheme perfectly masked said facial hair made famous by Terry Bollea.
Also part of the TRD Pro package is pleasing “Technical Camouflage” exterior accents, a “TRD PRO” stamped tailgate, a TRD Pro Heritage “TOYOTA” Grille with LED light bar, fog lamps, and amber marker lights. To cap off the truck’s looks are superb 18-inch TRD Pro Black Forged BBS wheels wrapped in aggressive Falken Wildpeak A/T tires. Bottom line, a TRD Pro Tundra has a greater visual impact than a Ford F-150 Tremor.
Onboard, the approach is far more subtle. TRD Pro highlights are limited to unique seat coverings with the same technical camo pattern inserts on front seats with the TRD Pro logo and a TRD heated steering wheel. The remainder is Tundra Limited spec meaning it features a 12.3-inch digital instrument cluster, a massive 14-inch infotainment touchscreen display, and an array of large easy-to-access controls for HVAC.
Two complaints here: one, the screen is so large that in its horizontal position, reaching the far-right side is impossible without leaving the seatback. And two, there are no physical shortcut buttons to reach audio menus other than a volume knob. Short of this, the cabin is spacious and generally well-appointed.
The Tundra TRD Pro starts out life as a CrewMax cab Limited truck therefore it is fitted with the smaller 5.5-foot bed. Although this can limit its overall hauling capabilities (up to 1,600lbs), the fact that the TRD Pro is suspended by a TRD Pro off-road suspension with a 1.1-in. front lift thanks to 2.5-in. FOX Internal Bypass coil-overs and rear remote-reservoir shocks indicate that venturing off the beaten path is what the truck was designed to do. The same goes for the standard rear locking differential, Crawl Control, and various skid plates.
As we know, the V8 is out and in its stead is a new iForce twin-turbocharged twin-intercooled 3.5-litre V6. Like the V8, at least previously, the V6TT is available in Max guise thanks to hybrid hardware and software. With it, power is bumped from 389hp and 479 lb.-ft. of torque to 437 and 583 respectively.
As I note in my video review, “Max” though related to the hybrid assistance, really only refers to power. But, know that the 2022 Toyota Tundra Hybrid TRD Pro’s electric power aspect comes courtesy of an electric motor that puts out 48hp and 184 lb.-ft. of torque connected to a 1.87kWh battery. Also, there’s no EV range to speak of largely in part because the Tundra tips the scale at 6,000lbs
Well, realistically speaking, the extra wallop of power comes at “no extra cost.” Toyota’s official fuel consumption numbers put the combined figures at 0.5L/100km or 12.2L vs. 11.7L for the Max. I observed an average of roughly 16.5L/100km without hybrid assistance whereas I managed about 15.5L/100km with the Max. The main influence was highway use as I clocked over 400km on freeways compared to no more than 75km in town. Bottom line, no harm, no foul, only power.
The TRD Pro ensemble also includes black dual exhaust tips with audio-performance-enhancing capabilities. Thanks to it, the twin-boosted V6 generates a superbly enchanting soundtrack and honestly, the 2022 Toyota Tundra TRD Pro is entertaining to drive. Part of the reason comes down to the 10-speed automatic transmission which will seamlessly shift under light throttle loads or race through the gears when playing hard.
As far as off-road capabilities are concerned, though I did not test it, it can handle the hard stuff with relative ease. It isn’t a Ford F-150 Raptor or a Ram TRX however with an exception or two such as no front tow hooks, it’s got everything it needs to make its TRD Pro badge proud.
As always or nearly and despite the off-road hardware, the TRD Pro’s ride quality is really good. There’s plenty of wheel travel and dampening available ensuring a generally comfortable drive. As well, steering assistance is finely tuned for the application, and braking power is plenty adequate.
TRD Pro for the win?
As far as I’m concerned, the TRD Pro is hands down the version to get. Price from about $82,000, it’s not the least or most expensive version but it is the one with the most personality and, in my opinion, the best-looking.
When it comes to full-size trucks, the pickings are generous and there are no bad options: Ford F-150 Tremor, Ram 1500 Rebel, or Toyota Tundra TRD Pro.