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2026 Toyota Tundra TRD Performance: Stealth Upgrades and a Soundtrack to Match Toyota continues to fine-tune its Tundra lineup, and the 2026 model year brings subtle but significant performance enhancements courtesy of the TRD Performance package. This isn’t a full-blown redesign, but rather a strategic update targeting enthusiasts seeking a bit more pep from their V-6 workhorse. While Toyota isn’t exactly shouting from the rooftops about these changes, the aftermarket-ready tuning has the potential to unlock the full character of this powerhouse. At the core of the TRD Performance package lies a recalibrated twin-turbo 3.4-liter V-6. The automaker has successfully squeezed an additional 29 horsepower out of the hybrid powertrain, bringing the total combined output to 466 hp. However, the torque remains unchanged at 583 lb-ft. This power bump is standard on the TRD Pro and other high-dollar trims, and it’s also available as an option on nonhybrid Tundras, where it adds 32 horsepower. The hybrid-only Sequoia SUV also benefits from these tweaks. We recently tested the Sequoia with these upgrades and found it to be a noticeable improvement, and now we’ve put the Tundra through its paces to see if the results hold up. Subtle Styling Signals When it comes to visual cues, Toyota hasn’t done much to announce the TRD Performance package. Beyond the already eye-catching TRD PRO embossing on the tailgate, there’s a small TRD Performance badge in the lower left corner. For many owners, this subtle badging will be more than enough—no loud bedside graphics needed. Pop the hood, though, and you’ll notice the difference immediately. A pair of TRD-branded airboxes, each feeding one of the turbos, is the most obvious visual cue that this isn’t a standard Tundra. While we’re talking about visual mods, it’s worth noting the cat-back exhaust. It replaces the standard Pro’s dual circular outlets with a single TRD-finished tip that takes its design inspiration from the trapezoid-esque geometry of the Tundra grille. Like the rest of the truck, it’s robust and functional, but it also gives the truck a slightly tougher stance. One last detail worth mentioning is tucked away inside the gas flap. A “PREMIUM FUEL ONLY” label, complete with the TRD Performance logo, serves as a constant reminder that this extra performance comes at the price of higher fuel costs. The good news is that the modest upgrades don’t appear to have a detrimental effect on fuel economy. We averaged 15 mpg during our testing, which is consistent with previous Tundra experiences. However, some owners will want to know that the TRD Performance pack adds $2,999 to the price tag, while the same package for the Sequoia comes in at a more reasonable $2,299. Raising the Volume With the TRD Performance package, the power peak remains at 5,200 rpm, but max torque—unchanged at 479 lb-ft—is delivered 400 rpm sooner. When compared to an unmodified Tundra TRD Pro, the TRD Performance truck was 0.1 seconds quicker to 60 mph, matching the Sequoia’s improvement, and reached 60 mph in 5.6 seconds. Bigger gains were seen 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. The 14.2-second run through the quarter-mile at 97 mph was quicker and faster by 0.3 second again and 5 mph, respectively. For those looking for even more power, however, aftermarket solutions can provide a bigger output bump, though they void the factory warranty. HIGHS: Quicker than stock in every test, no fuel-economy penalty, visually stealthy upgrade. With all that power on tap, 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 emits 80 decibels, the same as the standard TRD Pro, but the tonal quality is pretty drone-y on the highway, which gets old quick. At a 70-mph cruising speed, the performance exhaust pushes 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust on the TRD Performance Sequoia, which only replaces the center exhaust pipe and increases the sound from 65 to 70 decibels, it’s more noticeable but less appealing. Even with the exhaust upgrade, Toyota continues to pipe in faux engine noise that can’t be turned off. view interior Photos 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’s 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 place where the domestic half-tons have a palpable advantage. view interior Photos Michael Simari|Car and Driver Chairs with Flair Though not exclusive to the TRD Performance package, the wacky IsoDynamic suspend-o seats that come standard on the Tacoma TRD Pro are newly available on the Tundra for 2026 and were included in this test truck. While they eat into already tight back seats in the Taco, 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, setting you back an additional $2,999. It’s a more reasonable $2,299 for the Sequoia, which makes a more reasonable amount of noise. If you simply want your TRD Pro to shout, however, this is the mod package for you. VERDICT: More power is nice, but the Sequoia with this package ups performance without the yelling. Specs panel icon 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), $2,999; TRD cast-aluminum running boards, $1,219; 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: 6,270 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/