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2026 Toyota Tundra TRD Pro: The Power Surge No One Asked For Toyota is quietly injecting a jolt of adrenaline into its twin-turbo 3.4-liter V-6 engine, but will anyone notice? We subjected the TRD Performance-equipped Tundra to the full Car and Driver gauntlet to find out. The results are in, and while the power is real, the sound is… well, you’ll see. Subtle Smarts, Loud Voice In the world of truck modifications, subtlety is often king. However, Toyota’s TRD Performance package opts for a more direct approach. On the outside, the most telling sign is a small TRD Performance badge on the lower left of the tailgate. It’s easy to miss, especially when the truck is shouting about its TRD-ness with bold bedside graphics (which, frankly, are a bit too much for our tastes). Pop the hood, and you’ll find a pair of TRD-branded airboxes, each dedicated to a turbo. But the real difference is under the truck. Toyota has swapped the standard dual circular outlets for a single, TRD-branded cat-back exhaust tip. Its shape appears inspired by the trapezoidal geometry of the Tundra grille—chunky, bold, and unapologetically TRD. One last clue sits inside the gas flap: a label declaring “PREMIUM FUEL ONLY” accompanied by the TRD Performance logo. A polite reminder that you just paid extra money for the privilege of spending more money at the pump. Thankfully, the modest upgrades don’t appear to hurt fuel economy. We averaged 15 mpg during our testing, which is in line with what you’d expect from a truck this size. Pump Up the Volume With this setup, the power peak stays at 5200 rpm, but max torque—unchanged at 479 lb-ft—arrives 400 rpm sooner. Compared to an unmodified Tundra TRD Pro, the TRD Performance truck was 0.1 second quicker to 60 mph, matching the Sequoia’s performance delta, with a 5.6-second result. The biggest gains came in the rolling-start metric, with this test truck going from 5 to 60 mph in 6.2 seconds, 0.3 second quicker than stock. Its 14.2-second run through the quarter-mile at 97 mph is quicker and faster, again by 0.3 second and 5 mph. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—where only the center exhaust pipe is replaced, taking it from 65 to 70 decibels—it’s more noticeable but less appealing. And even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. Pump Up the Volume With all that gas-mashing, the exhaust note can be, well, exhausting. The performance cat-back system is only an improvement if your goal is loudness. At wide-open throttle, it matches the standard TRD Pro at 80 decibels, but the tonal quality is pretty drone-y