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The Loud Truth About the 2026 Toyota Tundra TRD Performance Package
Toyota isn’t shouting from the rooftops, but they are quietly rolling out a performance upgrade for their twin-turbo 3.4-liter V-6 Tundra. This isn’t your run-of-the-mill dealer accessory; it’s a factory-backed calibration that squeezes an extra 29 horsepower out of the already potent hybrid powertrain, boosting the total output to 466 horsepower. The peak torque remains locked at 583 pound-feet. While the hybrid configuration comes standard on the TRD Pro and other top-tier trims, this performance package is also available on nonhybrid Tundras, where it adds 32 horsepower, and the hybrid-only Sequoia SUV. We recently put the upgraded Sequoia through our test gauntlet and now it’s the Tundra’s turn in the spotlight.
Subtle Swagger, Serious Shout
With all the TRD branding plastered on the 2026 Toyota Tundra TRD Pro, it’s easy to overlook the small TRD Performance badge tucked away in the lower left corner of the tailgate. Short of the louder bedside graphics—which we can all agree are unnecessary—there’s not much room left to flaunt this package on the exterior. However, if you happen to notice the TRD Performance badge, you’ll find that the real upgrades are under the hood. Popping the hood reveals a pair of TRD-branded airboxes, each dedicated to a turbocharger.
Helping the 3.4-liter engine breathe a little easier is a cat-back exhaust system. At the tail end, it features a single TRD exhaust tip, replacing the standard dual circular outlets of the Pro. The shape of this new tip seems inspired by the trapezoid-like geometry of the Tundra’s grille. Like the rest of the truck, it’s substantial and aggressive.
One last detail hiding in the fuel flap is a label reminding you that this package demands premium fuel—a clear indicator that you’ve opted for a more expensive driving experience. Thankfully, the modest upgrades don’t seem to hurt fuel efficiency. We observed an average of 15 mpg during our test, which is consistent with previous Tundra experiences.
Pump Up the Volume
With this setup, the power peak remains at 5200 rpm, but max torque—unchanged at 479 pound-feet—is delivered 400 rpm sooner. Compared to an unmodified Tundra TRD Pro, the TRD Performance truck was 0.1 second quicker to 60 mph, the same delta we saw with the Sequoia, hitting the mark in 5.6 seconds. We saw bigger gains 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 by 0.3 second again and 5 mph. If you’re looking for even more power, you may need to seek out aftermarket tuners to bypass manufacturer warranties and provide a bigger output bump.
HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade.
With all that heavy throttle application, 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 registers the same 80 decibels as the standard TRD Pro, but the tone is undeniably drone-y on the highway, which gets old fast. 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 on the TRD Performance-ified Sequoia—which only replaces the center pipe, bumping the noise from 65 to 70 decibels—it’s more noticeable and less pleasing. And even with the exhaust upgrade, Toyota continues to pipe in fake engine noise that cannot be turned off.
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Michael Simari|Car and Driver
A catch-22: You might not want to floor it very often, which means not getting the most out of the tune.
LOWS: Aftermarket tuners coax more from this V-6, makes loud louder, will people know it’s special?
The tune does nothing to improve the Tundra transmission’s occasional lumpy shifts. At part throttle, the unit is busy running up through its 10 gears, and with your foot to the floor, gearchanges come fast and furious, but not in a good way. This is one area where the domestic competitors have a palpable advantage.
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Michael Simari|Car and Driver
Chairs with Flair
Although not TRD Performance-specific items, the unique IsoDynamic suspend-o seats that come standard on the Tacoma TRD Pro are now available on the Tundra for 2026 and were included in this test truck. While they eat into an already tight back seat in the Tacoma, the Tundra CrewMax offers more space, and our rear-seat occupants had no complaints—just questions about why there are bike pumps on the back of the front seats.
The TRD Performance pack is available on select Tundra trims and configurations, adding $2999 to the price tag. It’s a more reasonable $2299 for the Sequoia, which produces less noise. If you simply want your TRD Pro to shout louder, however, this is the performance package for you.
VERDICT: More power is nice, but the Sequoia with this package ups performance without the yelling.
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Michael Simari|Car and Driver
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Specifications
2026 Toyota Tundra TRD Pro
Vehicle Type: front-engine, front-motor, rear/4-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $74,660/$82,388
Options: TRD Performance package (dual air intake, cat-back exhaust, TRD Performance badge), $2999; TRD cast-aluminum running boards, $1219; IsoDynamic front seats, $980; Tow Tech package with wireless trailer camera, $850; bed step, $431; dash camera, $375; 2-year Connected Services trial offering, $325; TRD Pro Tow package (heated power tow mirrors with LED turn signals, 360-degree camera system), $290; TRD Pro bed lettering in black, $160; chrome front bumper lettering, $99
POWERTRAIN
twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 421 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 466 hp, 583 lb-ft; nickel-metal hydride battery pack)
Transmission: 10-speed automatic
CHASSIS
Suspension, F/R: control arms/live axle
Brakes, F/R: 13.9-in vented disc/13.6-in vented disc
Tires: Falken Wildpeak A/T AT3W
285/65R-18 116T M+S
DIMENSIONS
Wheelbase: 145.7 in
Length: 233.6 in
Width: 81.6 in
Height: 78.0 in
Passenger Volume, F/R: 61/55 ft3
Curb Weight: 6270 lb
C/D TEST RESULTS
60 mph: 5.6 sec
1/4-Mile: 14.2 sec @ 97 mph
100 mph: 15.1 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.2 sec
Top Gear, 30–50 mph: 3.4 sec
Top Gear, 50–70 mph: 4.1 sec
Top Speed (gov ltd): 107 mph
Braking, 70–0 mph: 190 ft
Roadholding, 300-ft Skidpad: 0.68 g
Interior Sound
Idle: 31 dBA/1 sone
Full Throttle: 80 dBA
70-mph Cruising: 70 dBA/26 sone
SONES EXPLAINED
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 19/18/20 mpg
C/D TESTING EXPLAINED
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Reviewed byDavid Gluckman
Contributing Editor
Ever since David was a wee Car and Driver intern, he has kept a spreadsheet listing all the vehicles he’s driven and tested. David really likes spreadsheets. He can parallel-park a school bus and once drove a Lincoln Town Car 63 mph in reverse
