2022 Toyota Tundra TRD Pro Review - Not Quite A Prius

Chris Tonn
by Chris Tonn
We’re committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using links in our articles. Learn more here
Fast Facts

2022 Toyota Tundra TRD Pro Hybrid

3.5-liter twin-turbo V6 with hybrid electric motor (437hp @ 5,200rpm, 583 lb-ft @ 2,400 rpm)
Ten-speed automatic transmission, four-wheel drive
Fuel Economy, MPG
18 city / 20 highway / 19 combined (EPA Rating)
Fuel Economy, L/100km
12.9 city / 11.6 highway / 12.3 combined. (NRCan Rating)
Base Price
$68,500 US / $82,831 CAN
As Tested
$69,185 US / $82,894 CAN
Prices include $1,695 destination charge in the United States and $2,021 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.
2022 toyota tundra trd pro review not quite a prius

Making a massive brick-shaped object fuel efficient is a hell of an exercise in engineering, I’m certain. There are certain laws of physics that must be accommodated - mass, friction, and aerodynamics all factor in the equation of turning energy into propulsion. Reducing mass, improving aero, and limiting resistance losses from the tires are all ways one might make a truck use fuel more effectively.

Recovering some of that energy used in propulsion is another method - which is what birthed the hybrid vehicle. Toyota has been the leader in hybrids for decades now, which is why it’s rather surprising that it’s taken so long to bring some Prius magic to the full-size truck market. But here we are, with the 2022 Toyota Tundra TRD Pro - an off-road focused, top-of-the-line package that can only be had as a hybrid. But does a simple battery make this three-ton brute a hypermiling champ?

One could blame Toyota’s ridiculously-long product cycles for some of the delay in making a hybrid Tundra. After all, this latest generation is only the third - the previous gen debuted during the Bush administration, an era when electrification of a truck was completely unheard of. That last Tundra wasn’t known for economy - I managed around 16 mpg a few years back in the old model. 

This TRD Pro edition, the off-road-focused model just barely wide enough to require clearance lights, is rated for a 19 mpg combined EPA economy figure - and that seems accurate based on my testing. It’s a roughly 20 percent improvement, so while it’s not stellar it’s still an improvement. Lesser trims without the trail features and the steamroller tires can see another 1-2 mpg.

That girth, sadly, makes the Tundra TRD Pro a bit ungainly when navigating the suburban jungle. When trying to negotiate parking lots, I found myself frequently backing up and starting over rather than risking putting a plainly obvious orange scrape on someone’s cherished crossover. This is compounded by a combo of low seating position and a high fender line that makes the corners a bit hard to see. Once up to speed everything seems to shrink around me, but at low speeds even I - at well over six feet and long of torso - felt short.

The ride quality - now improved from older models as the rear is suspended by coil springs - is quite good, especially considering the chunky tires. 437 horses and 583 lb-ft of torque make their presence known at every opportunity - while the Tundra TRD Pro weighs a bit over six thousand pounds, it will get moving with authority

The interior is well-finished and quite comfortable front and rear - it’s a pleasant place to spend a workday or to handle a family road trip. That the seats are quite wide and flat is just fine - you aren’t corner carving in this beast. The new infotainment system is much improved here - the screen is big and clear, and every control is snappy.

I think there’s a lost opportunity here, however - in making the hybrid advantage more accessible and useful. While the extra power from the battery and electric motor is nice, we’ve seen from Ford that even more efficiency is available. The F-150 Powerboost can easily manage 24 mpg - and beyond that, the hybrid system can work as a 7000W generator. The Tundra hybrid can’t - only 400 watts at 120v can be had from a plug. With the off-road focus here, I’d think the Tundra TRD Pro could be useful as a camping vehicle - but the access to the battery power isn’t as useful as it could be.

But that probably doesn’t matter too much to the typical Toyota buyer, who won’t even consider a Big Three truck. The 2022 Toyota Tundra TRD Pro is much improved over last year’s model, with better comfort, more power, better economy, and arguably cooler looks. It’s not a Prius, but it is a Toyota - and that’s all that matters to a segment of shoppers.

[Images © 2022 Chris Tonn/TTAC]

Become a TTAC insider. Get the latest news, features, TTAC takes, and everything else that gets to the truth about cars first by  subscribing to our newsletter.

Chris Tonn
Chris Tonn

Some enthusiasts say they were born with gasoline in their veins. Chris Tonn, on the other hand, had rust flakes in his eyes nearly since birth. Living in salty Ohio and being hopelessly addicted to vintage British and Japanese steel will do that to you. His work has appeared in ebay Motors, Hagerty, The Truth About Cars, Reader's Digest, AutoGuide, Family Handyman, and Jalopnik. He's currently looking for the safety glasses he just set down somewhere.

More by Chris Tonn

Join the conversation
2 of 36 comments
  • Petey Petey on Dec 24, 2022

    This truck doesn't really make sense.

    I purchased my 2018 F150 with the 2.7 eco boost in lariat package.

    From the specs, my truck matches this Hybrid in fuel economy, betters it in payload, slightly worse tow ratings, BUT costs half the price!

  • Koko jasti Koko jasti on Jan 06, 2023

    Incredible truck! I`m on thoughts to buy one these year. Is it really can drive on el only? I found it can make up to 18 mph, but it will be probably for no more a mile

  • Charles When I lived in Los Angeles I saw a 9-5 a few times and instanly admired the sweeping low slug aerodynamic jet tech influenced lines and all that beautiful glass. The car was very different from what I expected from a Saab even though the 900 Turbo was nice. A casual lady friend had a Saab Sonnet, never drove or rode in it but nonetheless chilled my enthusiasm and I eventually forgot about Saabs. In the following years I have had seven Mercedes's, three or four Jaguars even two Daimlers both the 250 V-8 and the massive and powerful Majestic Major. Daily drivers of a brand new 300ZX 2+2 and Lincolns, plus a few diesel trucks. Having moved to my big farm in central New York, trucks and SUV's are the standard, even though I have a Mercedes S500 in one of my barns. Due to circumstances with my Ford Explorer and needing a second driver I found the 2006 9-5 locally. Very little surface rust, none undercarriage, original owner, garage kept, wife driver and all the original literature and a ton of paid receipts and history. The car just turned 200,000 miles and I love it. Feels new like I'm back in my Nissan 300ZX with a lot more European class and ready power with the awesome turbo. So fun to drive, the smooth power and torque is incredible! Great price paid to justify going through the car and giving her everything she needs, i.e., new tires, battery, all shocks, struts, control arms, timing chain and rust removable to come, plus more. The problem now is I want to restore it and likely put it in my concrete barn and only drive in good weather. As to the writer, Alex Dykes, I take great exception calling the 9-5 Saab "ugly," finding myself looking back at her beauty and uniqueness. Moreover, I get new looks from others not quite recognizing, like the days out west with my more expensive European cars. There are Saabs eclipsing 300K rourinely and one at a million miles and I believe one car with 500K on the original engine. So clearly, this is a keeper, in love already with my SportCombi. I want to be in that elite club.
  • Marky S. I own the same C.C. XSE Hybrid AWD as in this article, but in Barcelona Red with the black roof. I love my car for its size, packaging, and the fact that it offers both AWD and Hybrid technology together. Visibility is impressive, as is its small turning circle. I consider the C.C. more of a "station wagon" by proportion, rather than an “SUV.” It is fun to drive, with zippy response and perky pick-up. It is a pleasant car to drive and ride in. It is not trying to be a “Butch Off-Roader”, or a cosseting “Luxury Cruiser.” Those are not its goals or purpose. The Corolla Cross XSE Hybrid AWD is a wonderful All-Purpose Car (O.K. – “SUV” if you must hear me say it!) with a combination of all the features it has at a reasonable price.
  • Ernesto Perez There's a line in the movie Armageddon where Bruce Willis says " is this the best idea NASA came up with?". Don't quote me. I'm asking is this the best idea NY came up with? What's next? Charging pedestrians to walk in certain parts of the city? Every year the price for everything gets more expensive and most of the services we pay for gets worse. Obviously more money is not the solution. What we need are better ideas, strategies and inventions. You want to charge drivers in the city - then put tolls on the free bridges like the Brooklyn, Manhattan and Williamsburg bridges. There's always a better way or product. It's just the idiots on top think they know best.
  • Carsofchaos The bike lanes aren't even close to carrying "more than the car lanes replaced". You clearly don't drive in Midtown Manhattan on a daily like I do.
  • Carsofchaos The problem with congestion, dear friends, is not the cars per se. I drive into the city daily and the problem is this:Your average street in the area used to be 4 lanes. Now it is a bus lane, a bike lane (now you're down to two lanes), then you have delivery trucks double parking, along with the Uber and Lyft drivers also double parking. So your 4 lane avenue is now a 1.5 lane avenue. Do you now see the problem? Congestion pricing will fix none of these things....what it WILL do is fund persion plans.