The 2023 Toyota Tundra TRD Pro Is a True Bro-Dozer

• Brash looks, neat design details
• Twin-turbo hybrid means legitimately quick acceleration
• It's a Toyota, so it'll last forever

• Some cheap-feeling interior appointments
• Batteries under the rear passenger seats mean less interior storage
• Not exactly fuel efficient for a hybrid

The Toyota Tundra TRD Pro is as big and blocky as trucks in its segment get. Even without the Solar Octane paint job, it's an imposing vehicle that stands tall and muscular. Fender flares and an all-black grille make it imposing, more-so than any standard Ford F-150 or Ram 1500 (barring trims like the Raptor R and TRX, of course).

The TRD Pro gets Toyota's high-energy i-Force Max hybrid powertrain as standard. That means a 3.5-liter twin-turbo V-6 and a 10-speed automatic sending power to a transfer case with electronically controlled part-time 4WD.

Sandwiched between the engine and the transmission is an electronically powered motor-generator. Toyota claims a combined output of 437 hp and 583 lb-ft of torque—a whole lot. The 0-60 sprint happens in just 5.7 seconds, and top speed is electronically limited to 107 mph.

The Tundra TRD Pro's cabin is a generally nice and modern place to spend time. There's plenty of space and a many storage locations up front, with thoughtfully laid-out controls, real buttons for the climate control, and a ton of neat TRD-specific design details.

Big mirrors, lots of adjustment possibilities, and a high beltline mean visibility and seating position are pretty good, too.

When it comes to trucks, TRD equals off-road prowess. The TRD Pro gets specific Fox Racing shocks, upgraded springs, stiffer sway bars, and a TRD-branded aluminum skid plate to protect the engine in off-road environments. No adjustable shocks or fancy Multimatic systems here, just good old-fashioned high-quality equipment.

The TRD Pro gets a set of slick black-painted 18-inch forged aluminum wheels from BBS wrapped in Falken Wildpack all-terrain tires. The wheels look awesome, and while we weren't able to test the tires in a true off-road environment, we're happy to report they didn't generate as much road noise as we expected.

The brakes hiding behind the stealthy wheelset are strong enough to bring this 6107-pound truck to a stop, though pedal pressure isn't as confidence-inspiring as I would've liked.

The driver and passenger seat of the Tundra TRD Pro are big enough for all body types, and provide good support for long trips. There's a good amount of adjustability, too, including lumbar support.

The TRD Pro badging and funky pattern inserts are just two of many cool design touches found in the cabin.

The rear seats are nice too, with lots of space and plenty of legroom for occupants. But because the hybrid batteries rest under the seat cushions, there's no under-seat storage for the more valuable items you'd rather not stash in the bed. And that's unfortunate.

The Tundra TRD Pro's only choice of transmission is a 10-speed torque-converter automatic. It sends power to all four wheels via a transfer case with selectable 4WD with high and low ranges.

The transmission is smooth enough for this application, and because the powertrain has so much torque, usually starts in fourth gear. The gears can be manually selected through the shift lever if you so desire, though.

The Tundra TRD PRO's bed is made from Aluminum-reinforced composite, and measures 5.5 feet across. It's plenty spacious and easy to access with a built-in 120V/400W AC power outlet, perfect for powering your energy-hungry tools on a job site.

Towing capacity for the Tundra TRD Pro is an incredible 11,175 pounds. That's an impressive number, but actually falls slightly short of its American rivals. Depending on trim, the Tundra can tow up to 12,000 pounds, 2000 pounds short of the class-leading Ford F-150.

No towing took place during our test, though the massive torque number suggests towing something like a race car and trailer would be a breeze.

The Tundra TRD Pro's steering is standard truck stuff, meaning not a ton a feel and plenty of assistance to turn those massive tires. The rack isn't the quickest, but it's accurate enough to place the truck in a lane without having to perform constant micro inputs, which is nice.

The Tundra's dash is well thought out, with a dominant infotainment screen and physical buttons for the climate control.

The center console has a good layout too, with a space to place your phone so it's easy to see, big cupholders, and a gigantic storage space under the arm rests.

The shifter is big and bulky, but can feel cheap to use. And while we love the Wireless CarPlay and wireless charging combo, Toyota's charging pad, like most others in the industry, doesn't work well.

The gargantuan screen I mentioned measures 14 inches across, and controls everything from sound, to navigation, to car settings. It's easy to read and navigate thanks to its size, and responds quickly to inputs, without any lagging.

Thankfully, the volume knob is still a physical switch rather than a touch-sensitive or slider affair.

The 12.3-inch digital gauge cluster is pleasant to use as well, with clear readouts and plenty of information. Battery charge, oil pressure, boost pressure, and coolant temps are all permanent fixtures, alongside a gauge that measures output of the hybrid system.

The hybrid assistance means the Toyota Tundra TRD Pro can achieve an EPA-rated 18 mpg city and 20 mpg highway, or 19 mpg combined. That's notably lower than the F-150 Hybrid's 24 mpg combined.

It's also worth noting we managed an average fuel economy of just 15.7 mpg over the course of our loan, according to the truck's onboard computer. We did most of our driving in the city, though, which certainly had a detrimental effect on the result.

The 2023 Toyota Tundra TRD Pro has a starting MSRP of $71,215. That's a lot of money, but this is also a lot of truck with serious power and lots of capability, both on and off road.

The TRD Pro has virtually no options available aside from the flashy paint seen here and upgraded mirrors for towing. Everything else, including things like that big screen, ventilated seats, a front light bar, and more come standard.