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.

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.

The first word that springs to mind when you consider the design of the Tundra, but in particular the Capstone we drove, is imposing.

Make no mistake, this is a big ute, measuring more than 5.5-metres long (5679mm to be precise) and 2.0m wide (2037mm) the Tundra makes the HiLux look small by comparison.

It doesn’t try to hide its size either and instead embraces it, with big, bold lines that make for a real presence standing still and on the road. The Capstone heightens that big, bold look with lots of chrome – on the huge grille and the sizeable 22-inch alloy wheels.

The Tundra boasts a 3700mm wheelbase, so there’s a very spacious cabin (more on that in a moment) and still a very large bed in the back, too (again, more later) so for all of its luxury pretensions this is still a pick-up capable of working hard if needed.

One element of the Capstone that’s worthy of note is the level of detail Toyota has gone to to try and ensure this feels like a genuine luxury vehicle, even if it’s based on a workhorse.

For example, there are small details like a leather wrap on the handles you use to climb up into the cabin, so that every touch point feels premium.

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.

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.

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.

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 4×2 but we drove the 4×4 model, with part-time all-wheel drive and a two-speed transfer case.

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.

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.

Obviously these are US specifications but the Tundra Capstone gives a clear demonstration of what’s capable safety-wise with this big pick-up.

Standard equipment includes ‘Toyota Safety Sense 2.5’, a suite of active safety items that incorporates the likes of pre-collision warning with autonomous emergency braking and full speed adaptive cruise control.

Also included is blind-spot monitoring with rear cross-traffic alert and trailer merge warning plus front and rear parking assist with automatic braking.

The Tundra also comes with ‘Safety Connect’, known as ‘Toyota Connected Services’ locally, which allows you to get emergency services to help in the event of an accident or locate the vehicle if it’s stolen.

This is technology that’s commonplace in the US but has become a more recent option in Australia as carmakers ramp up their connected car services.

Like all of these US-style pick-ups the sheer size of them is the first thing you need to get accustomed to as they’re so much bigger than utes we’re accustomed to in Australia.

Fortunately, it’s an easier task in the US, as the roads and car parks are specifically designed to accommodate vehicles of this size; or at least most parts of the US are.

Our test drive around LA saw us spend time on the freeways, suburbia and downtown, which provided a good variety of conditions.

Once used to the size, the next element that stands out is the performance. This is a very impressive powertrain, because despite the size and weight of the Tundra it hauls down the road when you put your foot down.

It offers effortless pulling power at low speeds, never feeling laboured or struggling to get the big rig moving.

It sounds like PR spin, but this V6 hybrid really does feel like a V8 in the way it performs, not only offering that low speed performance but also having plenty of punch on the move.

Driving on LA freeways is not an experience for the timid or slow and the Tundra felt at home powering down the open road.

It also makes a surprisingly nice noise for such a powertrain. It’s not quite as evocative as a V8 but there’s a deep rumble to it when you put your foot down that adds to the positive experience.

What isn’t quite as impressive is the ride quality, which isn’t a total shock given the Tundra is a ladder-frame chassis and designed to accommodate a heavy payload in the tray.

It has a tendency to crash over bumps noisily but the suspension does an admirable job of isolating the cabin for most of them. It’s not an uncomfortable ride by any stretch, but equally it’s far from a plush one. Which is a little disappointing given the cost and clear luxury focus of the Capstone we tested.

While driving on the freeways and wide suburban roads is fine, when we found ourselves in a car park in downtown LA, which is more representative of what you’ll find in Australia, the size of the Tundra did become a factor.

It’s simply too big for a regular parking spot and would struggle in many Australian settings, so anyone who buys a Tundra will need to get a good understanding of where they can and can’t take it.

Towing has been one of the biggest selling points for these US-style pick-ups in Australia, with all of them comfortably out-performing the typical 3500kg offered by the HiLux and its kind.

The Tundra i-Force Max has a claimed towing capacity of 4690kg, according to its US specifications, which is on par with the Ram and Chevrolet rivals.

Despite all of its size, the payload is only rated at 673kg, which is less than the 995kg the HiLux SR5 can manage, so don’t be mistaken that size equals strength.

In terms of off-road capability, the Tundra Capstone has a 21.0-degree approach angle, a 24.0-degree departure angle and 215mm of ground clearance. But, to be frank, if you’re planning a lot of off-road use, you don’t want to buy this shiny-chromed Capstone.