Full Video : #Cops #StolenVehicle #ChopShop part 2

The New TRD Performance Package: More Power, More Noise, More Confusion? For 2026, Toyota is quietly pushing an upgrade for its twin-turbo 3.4-liter V-6. The TRD Performance package doesn’t get a ton of press from Toyota, but it squeezes an extra 29 horsepower out of the hybrid powertrain, pushing the Tundra to 466 horses. Peak torque stays the same at 583 pound-feet. This setup comes standard on the TRD Pro and other high-end trims, and it’s available on non-hybrid Tundras and the Sequoia SUV. We recently tested a Sequoia with these upgrades, and now it’s the Tundra’s turn. The Upgrades On the outside, the TRD Performance badge is pretty small, nestled in the bottom left of the tailgate. If you don’t want loud graphics on your truck, this is as subtle as it gets. Under the hood, you’ll see TRD-branded airboxes. A cat-back exhaust helps the engine breathe better, replacing the standard dual tips with a single TRD tip. The shape of the new exhaust tip mirrors the trapezoid-like pattern in the Tundra grille—it’s chunky, just like the rest of the truck. One more clue is hidden under the gas flap: a label that reads “PREMIUM FUEL ONLY” with the TRD Performance logo. This reminds you that you paid more for a truck that makes you spend more at the pump. Thankfully, the modest upgrades don’t seem to hurt fuel economy. We saw an average of 15 mpg on our test truck, which is about what we’d expect from a Tundra. Pump up the Volume The power peak still hits at 5200 rpm, but the unchanged peak torque of 479 pound-feet arrives 400 rpm earlier. Compared to a regular TRD Pro, the TRD Performance truck was 0.1 second quicker to 60 mph, matching the Sequoia’s results with a 5.6-second time. The bigger difference is in the rolling-start test, where the Tundra went from 5 to 60 mph in 6.2 seconds—0.3 seconds faster than stock. Its 14.2-second quarter-mile at 97 mph is also quicker and faster by the same 0.3 seconds and 5 mph. If you want more power, you might need to look at aftermarket tunes, which offer bigger bumps but can void your warranty. HIGHS: Quicker than stock in every test, no fuel economy hit, visually stealthy upgrade. With all that power, the exhaust note can be, well, loud. The performance cat-back exhaust only improves things if your goal is loudness. At wide-open throttle, it hits 80 decibels, the same as the standard TRD Pro, but the tone is drone-y on the highway, which gets old fast. At 70 mph, the performance exhaust pumps 70 decibels into the cabin, three more than the standard setup. Compared to the Sequoia’s TRD Performance exhaust, which only replaces the center pipe (taking it from 65 to 70 decibels), it’s louder but less appealing. And even with the exhaust upgrade, Toyota still pipes in fake engine noise that can’t be turned off. view exterior photos Michael Simari|Car and Driver It’s a catch-22: you might not want to floor it often, which means you won’t get the most out of the tune. LOWS: Aftermarket tuners can get more power out of this V-6, makes loud louder, will people even know it’s special? The tune doesn’t fix the Tundra’s transmission issues. At part throttle, the 10-speed automatic is busy shifting through its gears, and when you floor it, gear changes come fast and furious—but not in a good way. This is one area where American half-tons have a clear advantage. view interior photos Michael Simari|Car and Driver Chairs with Flair Although not exclusive to the TRD Performance package, the IsoDynamic suspension seats—standard on the Tacoma TRD Pro—are now available on the Tundra for 2026 and were included on this test truck. They eat up space in the already cramped Tacoma back seat, but the Tundra CrewMax has more room, and our rear passengers had no complaints—just questions about why there are bike pumps on the back of the front chairs. The TRD Performance package is available on select Tundra trims and configurations and costs an extra $2,999. It’s a more reasonable $2,299 for the Sequoia, which makes less noise. If you just want your TRD Pro to be louder, though, this is the package for you. VERDICT: More power is nice, but the Sequoia with this package offers better performance without all the yelling. ➡️ Skip the lot. Let Car and Driver help you find your next car. Shop New Cars Shop Used Cars 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/City/Highway: 19/18/20 mpg C/D TESTING EXPLAINED Headshot of David Gluckman 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. After taking a break from journalism to work on autonomous vehicles, he’s back writing for this and other automotive publications. When David’s not searching for the perfect used car, you can find him sampling the latest in gimmicky, limited-edition foodstuffs. Read full bio In-depth auto reviews, ratings, and instrumented tests. Hear from our expert automotive journalists. Email address What’s your email address? LET’S RIDE. By signing up, I agree to the Terms of Use (including the dispute resolution procedures) and have reviewed the Privacy Notice. This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply. This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site.