In a world where Telsa, range anxiety, and charging stations seem to be all that anyone in the automotive industry seems to be talking about, it’s easy to forget about the entire class of hybrid cars and trucks. And while we will not see a fully electric truck from Toyota until the 2025 model year, its full-sized Tundra does offer a hybrid model for the 2024 model year and does not disappoint. Up until 2022, the Tundra was, to put it nicely, getting a little long in the tooth. Thankfully, two years later, we have an updated full-sized truck from Toyota called the i-FORCE Max hybrid, which has made us forget all about that old 5.7-liter V-8 from yesteryear.

Power for the new Tundra comes from a twin-turbocharged DOHC 3.5-liter V-6 that combines with an electric motor situated nicely between the engine and transmission, which kicks in an extra 48 horsepower and whopping 148 pound-feet of torque to the gas engine’s already impressive 389 hp and 435 lb-ft of torque for a total output of 437 ponies and 583 lb-ft of twist. No plug-in option is available, so the motor’s 1.87 kWh, 288-volt unit recharges primarily via regenerative brakes. Power is channeled through a 10-speed automatic transmission and onto either the rear or all four wheels, depending on whether the four-wheel drive is engaged.

Along with its engine upgrade, the Toyota Tundra hybrid also received a significant update to its interior. While the focus of attention with most trucks starts with the dashboard and moves to the right, all the action with the Tundra hybrid begins at the center console. With almost enough real estate to qualify for its own zip code, the actual console itself offers copious amounts of storage space for all things electronic or otherwise. At the same time, the expansive 14-inch infotainment touchscreen takes care of everything but driving. An available JBL stereo system offers twelve speakers, while wireless Apple CarPlay and Android Auto are standard. The one knock against the Tundra is that although it provides an analog knob for volume, it does not have a second one for tuning and/or scrolling through the menus, which seems like an oversight.

Unlike its gas-powered siblings, the Toyota Tundra hybrid is only available in a crew cab configuration. The only layout option available for potential owners is choosing between a 5.5- or 6.5-foot bed. The hybrid powertrain affects the Tundra’s payload capacity ever-so-slightly compared to its gas counterpart, but dropping from 1,700 pounds to 1,680 is hardly anything anyone will notice. In order to get the maximum towing available, the rear-wheel drive-only, short-bed setup must be chosen, at which point owners can tow up to 11,450 pounds.

In other aspects of performance, the Toyota Tundra hybrid does not disappoint. With max torque available at just 2,400 rpm, this big 6,107-pound Toyota can get up and go from 0-60 mph in just 5.7 seconds and through the quarter mile in a relatively impressive 14.5 seconds at 92 mph, on its way to a top speed of an electronically limited 107 mph. And although the Tundra hybrid won’t ever get confused for a Prius, it does manage to improve slightly on the gas version’s fuel economy, which tells us that Toyota clearly put more emphasis on maximizing peak output than it did on range frugality, which is fine by us.

As with most things in the world, the price of the Tundra has crept up slowly in recent years. But, with a base price of $59,475 for the Limited trim, this truck is right on par with its competitors. The top-of-the-line luxury Capstone trim tops out at $80,695, while the Platinum, 1794, and TRD Pro trims all fall between those two ends of the spectrum. So, while Tesla owners let their range anxiety drive them up the wall, Toyota Tundra hybrid owners can be busy happily going to and from wherever their day and wherever the road happens to take them.

Photos: Toyota

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