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Toyota Tundra TRD Performance Adds Juice for 2026, But Is It Worth the Noise? David Gluckman | April 2, 2026 Toyota quietly boosts the output of its hybrid V-6 by 29 horsepower, giving the Tundra a bit more grunt without the visual fanfare. For 2026, Toyota has dialed up the power for the Tundra. If you opt for the TRD Performance package, you’ll get an extra 29 horsepower squeezed from the twin-turbo 3.4-liter V-6. The hybridized powertrain now tops out at 466 horsepower, with peak torque holding steady at 583 pound-feet. This hybrid configuration comes standard on the TRD Pro and other premium trims, but it’s also available on non-hybrid Tundras, where it adds 32 horsepower. The Sequoia SUV also benefits from this boost. We previously tested a Sequoia with the upgrades, and now we’re putting the Tundra through its paces. Subtle Aesthetics With the TRD Pro already making a loud statement, it’s easy to overlook the small TRD Performance badge on the tailgate. Aside from the optional loud bedside graphics, there’s hardly any room left to advertise this package on the outside. At least that badge could be a bit bigger. Open the hood, and you’ll see a pair of TRD-branded airboxes, each dedicated to its own turbo. Helping the 3.4-liter engine breathe a little easier is a cat-back exhaust. At the rear, it features a TRD-branded single tip, replacing the standard Pro’s dual circular outlets. The shape of this new piece seems inspired by the Tundra’s trapezoid-esque grille geometry. Like the rest of the truck, it’s chunky. One last telltale is hidden inside the gas flap—a label declaring “PREMIUM FUEL ONLY” accompanied by the TRD Performance logo—reminding you that you spent more money on this truck so that you could spend more money at the pump. Thankfully, the modest upgrades don’t seem to hurt fuel economy. We saw an average of 15 mpg over our time with the TRD pickup, which is in line with past Tundra experience. Pump up the Volume With this setup, the power peak occurs at the same 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 as with the Sequoia, with a 5.6-second result. Bigger gains come 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 more, you may need to seek out a warranty-voiding aftermarket solution to provide a bigger output bump, of which there are several. HIGHS: Quicker than stock in every test, no fuel-economy penalty, a visually stealthy upgrade. 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’s the same 80 decibels 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 sends 70 decibels into the cabin, three more than the standard setup. Compared to the exhaust that comes on the TRD Performance-ified Sequoia—only the center exhaust pipe is replaced there, 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. 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 place the domestic half-tons have a palpable advantage. Chairs with Flair Though not TRD Performance–specific items, the wacky IsoDynamic suspend-o seats that are standard on the Tacoma TRD Pro are newly available on the Tundra for 2026 and came on this test truck. While they eat into an already tight back seat in the Taco, the Tundra CrewMax offers more space, and we got no complaints from our rear-seat occupants—just questions about why there are bike pumps on the back of the front chairs. The TRD Performance pack is available on select Tundra trims and configurations, setting you back an extra $2999. It’s a more reasonable $2299 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), $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 C/D FUEL ECONOMY Observed: 15 mpg EPA FUEL ECONOMY Combined/City/Highway: 19/18/20 mpg Headshot of David Gluckman Reviewed byDavid Gluckman Contributing Editor