2025 Toyota Tundra

The volume SR5 grade gets the full 389-hp tune of the i-FORCE twin-turbo V6 shared with Limited, Platinum and 1794; only the base SR keeps the 348-hp tune, and the i-FORCE MAX hybrid tops the range at 437 hp.

SR5's i-FORCE V6 makes 479 lb-ft at 2,400 rpm, competitive with the half-ton turbo V6 and V8 field; the hybrid's 583 lb-ft is among the strongest non-diesel figures in the class.

The 389-hp i-FORCE in a ~5,600-lb CrewMax 4x4 runs to 60 mph in about 6 seconds — brisk for a gas half-ton but behind the quickest turbo and hybrid rivals.

The twin-turbo V6 pulls hard from low revs and is broadly smooth, but reviewers flag a coarse, synthetic-sounding engine note under load and some off-idle lag versus the old V8.

The 10-speed automatic shifts smoothly and holds sensible gears when towing, but is slow to kick down at part throttle and occasionally busy in traffic.

A properly equipped 2025 Tundra tows up to 12,000 lbs — strong in absolute terms but short of the F-150 (13,500 lbs) and Silverado/Sierra (13,300 lbs).

Max payload of 1,940 lbs is the Tundra's clearest capability weakness — several hundred pounds behind the F-150 and Silverado, and the heavier hybrid gives up more.

Integrated trailer brake controller, Tow/Haul modes, Trailer Backup Guidance with Straight Path Assist, Panoramic View Monitor and trailer-aware blind-spot coverage, plus a new available wireless trailer camera for 2025 — but no onboard scales or smart-hitch automation like Ford and GM.

Part-time 4WD with a two-speed transfer case is available across the grade walk and standard on TRD Pro and Capstone, with automatic limited-slip, Multi-Terrain Select and an electronic locking rear differential on off-road packages.

The TRD Pro is a genuine factory off-roader with FOX internal-bypass shocks, a front lift, locking rear diff and skid plate, and 2025 adds the TRD Rally package with Bilstein shocks and skid plates on SR5 — though nothing at Raptor or ZR2 desert-runner level.

Two distinct powertrains — the i-FORCE twin-turbo V6 in two tunes and the i-FORCE MAX hybrid — cover mainstream and torque-hungry buyers with an electrified option, but there is no V8, diesel or EV.

EPA combined rating for the volume gas 4x4 configuration; the 2WD gas truck manages 20 MPG. Mid-pack for a gas full-size half-ton.

EPA city figure for the volume gas 4x4 configuration — the Tundra's weakest economy measure.

EPA highway rating for the volume gas 4x4; the off-road TRD Pro drops to 20 MPG on its taller tires.

The volume CrewMax short-bed carries only a 22.5-gallon tank, giving 428 miles at 19 MPG — short for a full-size truck; longer-bed configurations with the 32.2-gallon tank exceed 600 miles.

EPA's current-price annual fuel cost for the volume gas 4x4 configuration on regular unleaded; EPA rates it about $4,750 more over five years than the average new vehicle.

Every 2025 Tundra configuration, including TRD Pro and the hybrid, is rated on 87-octane regular — no premium requirement anywhere in the lineup — though there is no E85 or diesel alternative.

The 2025 Tundra CrewMax carries NHTSA's top 5-star overall rating, with 5-star frontal and side results and the 4-star rollover figure typical of a tall body-on-frame full-size pickup.

The 2025 Tundra Crew Cab is the only pickup to earn a 2025 IIHS Top Safety Pick+, with Good in every crashworthiness test including the tough updated moderate overlap front — helped by 2025-model changes to the rear seat belts and rear seats for rear-passenger protection. The F-150, Silverado and Ram all fell short of Good in that test.

Toyota Safety Sense 2.5 is standard on every grade, including AEB with pedestrian detection, full-speed-range adaptive cruise and Lane Tracing Assist — a stronger base than domestic rivals. Blind Spot Monitor with Rear Cross-Traffic Alert, however, is absent on the base SR and only optional on SR5, standard from Limited up, so the suite is not complete on every trim.

The Pre-Collision System is capable and includes pedestrian, low-light and intersection-turn detection, but IIHS rated the Tundra's pedestrian front crash prevention only Acceptable — adequate rather than top-tier performance in the day/night pedestrian protocol.

Blind Spot Monitor with Rear Cross-Traffic Alert includes trailer-aware detection (Trailer Merge Warning) — the truck-relevant coverage — and rear automatic braking is available, but the system is missing on the base SR and optional on the volume SR5, standard only from Limited upward.

Lane Tracing Assist provides continuous lane centering as standard on every trim, a step beyond the nudge-only systems standard on most domestic rivals' work trims; quality is competent rather than class-leading, with some wander noted in a truck this wide.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on every trim and pairs with Lane Tracing Assist into a competent hands-on highway assist, though reviewers note conservative gap-keeping and occasionally abrupt braking.

No hands-free highway driving is offered on the 2025 Tundra at any trim; Lane Tracing Assist requires hands on the wheel, leaving the Tundra behind Super Cruise (Silverado), BlueCruise (F-150) and Ram's hands-free Active Driving Assist.

Headlights rate Good only on premium trims (Limited with Premium Package, Platinum, 1794, TRD Pro, Capstone); the volume SR/SR5/Limited headlamps rate Acceptable. Automatic high beams are standard.

Typical modern full-size pickup sightlines: a tall hood and high beltline create a large forward blind zone and the A-pillars are thick. The Panoramic View Monitor helps but is reserved for upper trims, so the volume SR5 relies on mirrors and a backup camera.

The CrewMax's huge rear seat and wide rear doors make it easy to fit car seats, including rear-facing ones, but IIHS rates LATCH ease of use only Acceptable because the lower anchors are set deep in the seat bight.

The volume SR5 CrewMax seats five with front bucket seats and a full-width rear bench. 2025 is a carry-over year for the third-generation (2022+) cab.

41.0 in without a moonroof (the SR5 does not have one as standard) is mid-band for a full-size crew cab; the moonroof cuts it to 39.3 in.

Front legroom is the Tundra's clearest packaging shortfall — 41.2 in sits just above the truck band floor and well behind the F-150 (43.9 in) and Silverado (44.5 in).

CrewMax second-row headroom is on the low side for the class; the panoramic roof on upper grades takes it down to 36.9 in.

CrewMax rear legroom is generous and a genuine strength, though still a couple of inches short of the F-150 SuperCrew and Ram Crew Cab. The Double Cab is far tighter.

The volume SR5 CrewMax uses the 5.5-ft bed, the shortest box in the full-size class; the 6.5-ft CrewMax and 8.1-ft Double Cab beds are the routes to more length.

The short, 20.9-in-deep composite bed holds noticeably less than the domestics' short boxes (F-150 5.5-ft ~52.8 cu ft). Value derived rather than read directly from a Toyota sheet.

Competitive: a large center console, flip-up rear cushions with under-seat storage, a composite bed with deck-rail tie-downs and an available 120V bed outlet, and for 2025 a new power tailgate with knee-lift assist. No answer to Ford's Pro Power Onboard generator on the gas truck, or to Ram's RamBox bins.

Wide, reasonably comfortable front seats and a spacious CrewMax rear bench; for 2025 the SR5 gets an 8-way power driver seat with power lumbar and the luxury grades add massaging 10-way front seats. The short front legroom limits tall drivers on long stints.

The coil-sprung multi-link rear axle soaks up most bumps, but testers still report the pickup rear-end jiggle on rough roads, and the domestic rivals generally ride better. Mid-band, below the Ram 1500.

Road and wind noise are reasonably contained, and owner-reviewers call the cab quiet, but Consumer Reports finds it less refined and noisier than the domestic full-size trucks, and the twin-turbo V6 sounds gruff under load.

Heated front seats, heated wheel and dual-zone automatic climate arrive on SR5 via packages (TRD Off-Road/Rally); ventilated and heated rear seats plus massaging fronts are reserved for the luxury grades. Base SR is sparse.

The 2025 Tundra opens with the SR Double Cab at about $42,000 delivered — near the full-size half-ton median, though the cheapest Tundra is a four-door Double Cab rather than a regular cab.

Sales concentrate on the SR5 CrewMax 4x4, which lists just under $53,000 delivered and typically lands in the mid-$50,000s once the popular TRD Off-Road or convenience packages are added — mid-pack for a half-ton.

Toyota service pricing and two years of included maintenance keep the Tundra among the cheapest full-size pickups to run; industry estimates put its annual repair cost around $600 against roughly $820–940 for the class.

Resale is the Tundra's strongest ownership argument, consistently ahead of the Ram 1500 and Silverado 1500 and at or above the F-150, offsetting a mid-pack purchase price.

Industry-floor basic coverage, matching Ford, GM and Ram half-tons.

Powertrain coverage sits at the bottom of the band for the scored gas i-FORCE truck; the hybrid's longer battery coverage does not apply to the volume configuration.

ToyotaCare's two years of no-cost scheduled maintenance plus roadside assistance is a real included-service program that beats the roadside-only coverage Ford, GM and Ram give their half-tons, though 2 yr / 25,000 mi is shorter than the best plans in the market.

$55,000 volume-trim price minus its estimated resale value after 5 years (65% retained, or about $35,750) leaves about $19,250 in depreciation. Add the projected $4,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,750 in total.

Consumer Reports expects the 2025 Tundra to be less reliable than the average new car, a prediction built on 2022–2024 survey data that still carries the V35A-FTS engine-failure years. CR notes the trend is improving — from the worst full-size truck score in 2022 to middle of the pack by 2025 — which keeps it just under the average band rather than deep in the bottom of it.

Toyota is the industry benchmark at brand level, and in Consumer Reports' 2025 automaker reliability rankings it reclaimed the No. 1 spot, aided by improved Camry, Tacoma and Tundra results. It also routinely sits in the upper group of J.D. Power's Vehicle Dependability Study.

This generation carries a repeated, systemic powertrain campaign: three NHTSA actions for machining debris causing V35A-FTS main-bearing failure (2022–2023 in May 2024, expanded to 2022–2024 in Nov 2025, and 26V-320 for ~43,566 more 2024 trucks in May 2026, remedy still pending). The 2025 trucks are reported outside the affected build window and the model year itself has two NHTSA recalls, but the pattern is the bottom band's 'major or repeated powertrain recall' by definition.

The volume gas powertrain is the 3.4L V35A-FTS twin-turbo V6 with the Aisin 10-speed, whose reputation is defined by thousands of early-build main-bearing failures and engine-replacement recalls — a sharp contrast to the 5.7L V8 it replaced. The fault is traced to manufacturing debris rather than design, and 2025 builds sit outside the recalled window, keeping this in the low-50s rather than the bottom band, but there is no high-mileage proof yet.

The XK70 cabin is a large step up over the previous truck — modern dash architecture, an 8-inch screen on lower trims and 14-inch on most volume SR5-and-up trucks, solid switchgear — but hard plastics dominate below the beltline. Reviewers place it behind the Ram 1500 on material richness for the money.

Assembly at Toyota Motor Manufacturing Texas is consistent with tight panel gaps, a clear gain over the previous generation; scattered rattle, wind-noise and trim complaints persist and Toyota's initial-quality results sit near industry average, short of class-leading.

Toyota's roughly 1,200-store US network is among the densest, reaching the rural areas truck buyers work in, with service satisfaction at or above average — tempered by long waits for engine replacements during the recall campaigns.

Routine maintenance is inexpensive and Toyota parts distribution is excellent, but the Tundra's aftermarket is thinner than the F-150's or Silverado's given far lower volumes, and twin-turbo components cost more than the old V8's parts.

The standard Toyota Audio Multimedia screen on the volume SR5 is 8 inches; the 14-inch unit is a package option there (e.g. TRD Rally) and standard higher up. Scored on the volume trim's standard unit, which sits at the truck band floor.

Toyota Audio Multimedia is quick and logically laid out, with physical HVAC, volume and drive-mode controls retained. Reviewers do note a crowded button array, and the 8-inch base screen looks small in the wide dash.

Wireless Apple CarPlay and Android Auto are standard on every grade, on both the 8- and 14-inch screens.

The cloud-based 'Hey Toyota' assistant handles natural phrasing, but native cloud navigation needs a Drive Connect subscription after the trial, so most owners default to phone projection.

An available 12-speaker JBL premium system is solid for a pickup; the SR5's base six-speaker system is adequate only.

Base gas grades use analog dials with a 4.2-inch multi-information display; the 12.3-inch full digital cluster is standard on upper grades and on every i-FORCE MAX hybrid. Classic 'full digital on upper trims only'.

Toyota Audio Multimedia receives over-the-air head-unit and map updates, but there is no regular whole-vehicle feature-adding OTA program like Ford's or GM's.

The Toyota app covers remote start/climate, lock/unlock, locator and guest-driver limits, with Digital Key available, but Remote Connect becomes a paid subscription after the trial.

USB-C ports in both rows, available Qi wireless charging and 120V cabin/bed outlets cover most needs; the gas truck has nothing approaching Ford's Pro Power Onboard, and the 2,400 W outlet belongs to the hybrid.

Smart Key proximity entry and push-button start on SR5 and up, a standard power-release tailgate (now with an available power tailgate), and available Digital Key; remote start is tied to the connected-services subscription.

Panoramic View Monitor 360-degree camera is available (enhanced for 2025), parking sensors widely available, and the new Tow Tech Package adds a wireless trailer camera and camera-equipped tow mirrors.

A 10-inch color head-up display is available but confined to the upper grades; it never reaches the volume SR5.

The CrewMax's 41.6 in of rear legroom, flat floor and big rear doors make car seats easy to fit, but the tall step-in height and only Acceptable LATCH ease-of-use hold it back.

5-star NHTSA overall and strong IIHS crash results with TSS 2.5 standard on all grades, but blind-spot monitoring is only optional on the SR5 and pedestrian AEB is merely Acceptable.

Spacious rear seat and a good ride carry long trips, but rear amenities are thin on SR5 and luggage rides in an open 5.5-ft bed unless a cover is added.

Plenty of low-end torque and a smooth 10-speed make it easy in traffic, but slow, light steering, some lane wander and the sheer size add fatigue.

19 MPG combined and roughly $3,550/yr in fuel are typical of a gas full-size pickup — expensive per mile, though it runs on regular.

At 233.6 in long with a 48.6-ft turning circle and a tall hood, it is unwieldy in town; the available 360 camera and sensors help.

Up to 12,000 lbs towing and 479 lb-ft of low-end torque make it a capable tower, but the 1,940-lb max payload and short, shallow volume bed trail the domestics.

Toyota's truck reputation and a tough composite bed help, but the third-gen V35A twin-turbo V6 has a large engine-replacement recall for machining debris on earlier model years, which dents the 'fleet-proven' claim.

Composite bed, deck-rail tie-downs, LED bed lighting, available 120V bed outlet and new wireless trailer camera — useful, but no onboard generator and a thinner upfit ecosystem than Ford/GM.

Standard full-speed adaptive cruise and Lane Tracing Assist, a comfortable ride and 428 miles of range on the 22.5-gal tank make it a decent tourer; cabin noise and short front legroom limit endurance.

Part-time 4WD, 9.3 in of clearance, and for 2025 the new SR5 TRD Rally package (Bilstein shocks, skid plates, locker, Crawl Control) on top of TRD Off-Road and TRD Pro make it a strong adventure rig.

An open bed swallows bulky gear and towing is ample, and the rear cushions flip up for in-cab storage, but the 5.5-ft bed is short for bikes or plywood without the tailgate down.

Secure in emergency maneuvers but clumsy and ponderous in corners, with some lane wander on the highway — unremarkable even by full-size truck standards.

Slow, overly light steering gives the nose a ponderous feel and requires attention at speed; numb but not vague enough to be a liability.

Brakes are described as responsive with adequate stopping power for a ~5,700-lb truck; no standout instrumented stopping distance was found.

The 389-hp twin-turbo V6 delivers strong, smooth low-end torque and the 10-speed shifts cleanly, with occasional downshift hesitation noted in the generation's reviews.

The V6 sounds gruff and strained when worked hard and lacks a V8's character; the domestic rivals are quieter overall.

48.6 ft curb-to-curb on the volume CrewMax short bed is typical-to-wide for a full-size crew cab; the 6.5-ft bed widens it to about 50 ft.

Commanding view, 8-way power driver seat with lumbar on SR5 and physical controls for key functions, but the limited 41.2 in of front legroom and a busy button array are recurring complaints.

Quick for a truck (about 6 s to 60) and genuinely entertaining off-road in TRD guises, but on pavement it is a competent, forgettable full-size pickup.

Toyota Safety Sense 2.5 and an 8-inch touchscreen with wireless Apple CarPlay/Android Auto are standard fleet-wide, and every Tundra is at least a four-door Double Cab; but the SR is a plain work truck and much desirable content is packaged rather than standard on the volume SR5.

Pricing is in line with the F-150 and Silverado, and strong resale plus low running costs add real dollar value; capability per dollar is held back by a 12,000-lb tow / 1,940-lb payload ceiling that trails Ford and GM.

Seven grades from SR to Capstone, two powertrains, 4x2/4x4, two cabs and three bed lengths cover most retail buyers, and 2025 added the TRD Rally package for SR5; there is no regular cab, V8 or diesel, narrower than the Silverado/F-150 lineups.

A solid seller at nearly 148,000 units, but the lowest-volume mainstream full-size pickup behind F-Series, Silverado, Ram and Sierra, and down about 8% year over year while most pickups grew.

Toyota's durability reputation drives top-tier resale and loyal buyers, and TRD Pro carries real off-road credibility; the 2024 V35A engine-debris recall on early XK70 trucks dents the Tundra's own reputation somewhat.

Unusually for a Toyota, the 2025 Tundra drew meaningful support — subvented APR as low as 0% for 60 months and up to $5,000 customer cash on finance in some regions — with KBB showing transactions around $3,000 under MSRP; still lighter than Ram's deepest discounting.

The XK70 generation launched for MY2022, so 2025 is its fourth year — the newest architecture among mainstream half-tons, with twin-turbo V6 and hybrid power and coil-spring rear suspension; 2025 brought lineup tweaks (TRD Rally package, wireless trailer camera) rather than a refresh.

Well reviewed — KBB 4.1/5 and #5 among full-size trucks, IIHS Top Safety Pick+ — with praise for the hybrid's torque and tech, but critics fault real-world fuel economy, payload and cabin materials, and it rarely wins comparison tests or major truck-of-the-year awards.