2022 Toyota Tundra: Should you go hybrid or non-hybrid?
Though they're quite different on paper, there's no mistake in picking either
The question has been gnawing at us all. Ever since we learned the 2022 Toyota Tundra would mark the end of an era by eliminating the 5.7-litre V8 and replacing it with a twin-turbo V6 — optionally backed with a hybrid motor — the decision between choosing the hybrid or non-hybrid has been keeping many of us awake at night.
On paper, the hybrid is clearly superior. It’s got 583 lb-ft of torque; 437 horsepower; better fuel efficiency; and electric mobility up to 29 km/h when gentle with the gas. And we like hybrids because electric power makes sense. As power addicts, picking anything less than the maximum torque available would run contrary to instinct. The hybrid would be better for towing, too, releasing most of its torque early in the rpm curve.
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With great delight, we drove both the hybrid and non-hybrid in the new Tundra, back-to-back for a few hours, starting with the TRD Pro that comes only as a hybrid. Before we even get to the new engine, however, it must be said the new frame and coil-spring multilink rear suspension in the ‘22 Tundra is a massive improvement over the old truck. Ride quality has improved so much, the truck able to carve up rough roads more gracefully than Shaun White through powder, it’s a wonder why more trucks haven’t exiled archaic leaf springs before, especially since there’s no loss in payload here.
Wind, road, and engine noise is substantially reduced (although the composite boxes on our early, pre-production trucks did rattle a bit). Visibility is as good as before. Electric power steering is not as talkative as the hydraulic in the outgoing truck, but there’s nothing to complain about, the weighting skewed slightly to the lighter side with very good directional control and response. Some might not even notice the difference. The creased hood allows for easier placement of the front fenders on the road. The power-folding rear window is as welcome as it ever was. The Tundra, like both generations of Tundras before, simply feels excellent to drive.
But back to the engines. Press the start key in the hybrid Pro and nothing happens other than a light on the dash declaring it “Ready.” We are too. Touch the aluminum pedal gently and the truck rolls without gasoline, the 1.87-kWh battery feeding a 48-hp motor. The only sound is a slight angelic hum to alert pedestrians. Applying more throttle lights the engine almost unnoticeably. Those who adore the aural delights of the V8 will not be immediately seduced by the serenade from the new V6, which simply can’t match the deep throat of eight pistons, especially at full throttle. The pitch is higher, the heft a little more hollow. Although it’s not disagreeable, it’s just not a V8.
Especially when you punch it. But with 583 lb-ft, much of it instantaneous electric power that storms the hill as early as 2,700 rpm while the turbos are spooling up, the power to launch is enough to impress Richard Branson. The hybrid engine, driving a 4.92 first gear axle ratio and 3.26 second, successfully picks up the 6,010-pound TRD Pro and darts it into whatever space it is pointed. It continues with a long and steady pull of impressive power right into the upper gears when the speed limit has long been surpassed. The truck feels plenty faster than the V8, although we don’t have figures yet to say by how much. Sound aside, the V6 is an utterly impressive feat and very much at home in the new truck.
Of course, the turbo V6 is not quite as silky smooth as the outgoing V8 either, but it would be like splitting hairs to figure out how much less. And the 10-speed automatic is clearly a winner when compared to the old six, with no noticeable hunting for gears or confusion of where it should be and when. In sum, the hybrid is not the sum of all fears V8 fans thought it might be. It is progress, it is better, faster, and sharper. It is clearly superior in terms of performance. It might even have soul.
Thus, we were expecting the standard, non-hybrid twin turbo V6 to be much less exciting compared to its hybrid-backed brother. Yet nothing could be further from the truth.
The 389-horsepower engine produces 479 lb-ft of torque and ignites with a quiet starter. The engine idles smoothly. Idle stop shuts the engine at full-stops and is barely noticeable when restarting the engine. Hammer the throttle at just about any speed and the 10-speed nails the correct gear, taking off with no noticeable turbo lag. Sure, there’s a big jump in rpm and then a flurry of speed and sound, yet it’s hard to discern a real measurable difference between the hybrid and non-hybrid; the transmission feels like it works harder in the non-hybrid to close the gap between the two, but it would take a drag race to reveal the difference.
The non-hybrid also just feels less complicated, less likely to overthink things. We even averaged between 9 and 10 L/100 km when cruising gently at just under 100 km/h. We estimated the Pro and its hybrid got about 16.5 L/100 km on our test run that included plenty of full-throttle scenarios, so that’s good too. The non-hybrid also means hauling less weight, and opens up cargo space under the rear seat. Sure there’s slightly less horsepower and torque, but the deficit doesn’t feel like forgoing the hybrid would be a mistake. Standard on the Pro, the hybrid is optional on the Limited, Platinum and 1794 and will be available in spring 2022.
For those fearing the loss of the V8 in the Tundra, it’s time to accept the truck’s destiny: The new engine feels very good and has more than enough torque — in either form — to happily motivate the truck. It’s definitely more efficient. For those who can’t decide between the hybrid and non-hybrid, rest easy: there will be no mistake in picking either.