The Toyota Tundra 4×4 i-FORCE MAX is Toyota’s answer for drivers who want full-size truck capability with modern hybrid power. Instead of a traditional V8, this generation uses a twin-turbo 3.4-litre V6 paired with an electric motor for a combined 437 hp and a huge torque plateau, routed through a 10-speed automatic and a proper 4×4 system with low range. That gives the Tundra strong towing and off-road ability while improving refinement and fuel use compared with older Tundras.
Under the skin, the XK70 platform moves to a fully boxed frame, coil-spring multi-link rear suspension, and an aluminium/composite bed. The hybrid battery and electronics have been packaged to keep payload and bed usability competitive. Inside, Tundra leans into big-screen infotainment, modern driver aids, and a quieter cabin than the previous generation.
This guide focuses on the 4×4 hybrid models from 2021–present, with an emphasis on real-world ownership: specs, dimensions, reliability patterns, maintenance strategy, and how the truck stacks up in a crowded full-size segment.
Fast Facts
- 4×4 i-FORCE MAX combines a 3.4 l twin-turbo V6 with a hybrid system for 437 hp and strong low-rpm torque.
- Boxed frame, coil-spring rear suspension and advanced 4×4 hardware give better ride and off-road control than the previous leaf-spring Tundra.
- Hybrid system adds complexity: pay attention to coolant services, software updates, and any battery-related campaigns.
- Typical engine oil interval is 10,000 miles / 12 months under normal use, shorter (5,000 miles) if you tow or idle heavily – always confirm in your maintenance schedule.
Navigate this guide
- Toyota Tundra 4×4 hybrid profile
- Tundra 4×4 hybrid specs
- 4×4 trims and safety systems
- Hybrid reliability and service actions
- Maintenance routines and buying guide
- Real world driving and performance
- Tundra hybrid vs rivals
Toyota Tundra 4×4 hybrid profile
The Tundra 4×4 i-FORCE MAX sits at the top of the XK70 Tundra range as the high-output hybrid powertrain. It uses the same 3.4-litre V35A-FTS twin-turbo V6 as non-hybrid models, but adds a motor-generator and a compact nickel-metal hydride battery to deliver a combined 437 hp and a very strong torque figure, making it the most powerful factory Tundra to date.
Unlike earlier Tundras, the XK70 platform abandons leaf springs for a multi-link, coil-spring rear axle. That change, together with a stiffer boxed frame and available adaptive dampers or air suspension on some trims, gives a more controlled ride and better body control with a load or trailer. The 4×4 system remains truck-traditional: a two-speed transfer case, selectable high and low ranges, and available locking or limited-slip rear differentials depending on trim.
The hybrid system is integrated into the 10-speed automatic via a motor in the bellhousing. The battery pack lives under the rear seat or within the frame rails, protected from debris and off-road damage. Toyota tuned the hybrid to act more like a torque-filling booster than a fuel-sipping commuter system: it assists launches, smooths shifts, and helps hold higher gears on grades.
From an ownership point of view, the hybrid Tundra appeals to drivers who tow or haul but also want better fuel economy than the non-hybrid 4×4 and a quieter, more relaxed drive. It is most common on higher trims (Limited, Platinum, 1794 Edition, TRD Pro), so you often get premium interiors, larger infotainment screens, and the full Toyota Safety Sense driver-assistance package bundled in. That combination makes the truck feel more like a long-distance family vehicle than an old-school work rig, while still delivering serious capability.
Tundra 4×4 hybrid specs
This section focuses on typical CrewMax 4×4 i-FORCE MAX configurations. Exact figures vary slightly by trim, bed length, and market; always confirm against the build sheet or owner’s manual for your truck.
Powertrain and efficiency (i-FORCE MAX hybrid)
| Item | Value (typical i-FORCE MAX 4×4) |
|---|---|
| Engine code | V35A-FTS |
| Layout and cylinders | 3.4 l twin-turbo V6, DOHC, 24-valve |
| Displacement | ~3,445 cc (3.4 l) |
| Induction | Twin turbochargers, intercooler |
| Fuel system | Direct injection with port assist (D-4S type system) |
| Compression ratio | Around 10.5:1 (varies slightly by market) |
| Max system power | 437 hp (approx. 326 kW) |
| Max system torque | About 583 lb-ft (≈790 Nm) |
| Hybrid motor | AC synchronous motor integrated with 10-speed automatic |
| Hybrid battery | Nickel-metal hydride, high-voltage pack under rear seat |
| Emissions / efficiency | US EPA / LEV-III standards (North America) |
| EPA economy (4×4 hybrid) | Approx. 19 mpg city / 22 mpg highway / 20 mpg combined (US) |
Transmission and driveline
| Item | Value |
|---|---|
| Transmission | 10-speed automatic with integrated hybrid motor |
| Drive type | Part-time 4×4 with 2H, 4H, 4L |
| Transfer case | Electronically controlled 2-speed |
| Rear differential | Open or electronic locking (varies by trim / package) |
| Crawl / off-road aids | Multi-Terrain Select, Crawl Control and downhill assist on off-road trims |
Chassis and dimensions (CrewMax, short bed, typical)
| Item | Value (approximate) |
|---|---|
| Frame | Fully boxed steel |
| Front suspension | Double wishbone with coil springs |
| Rear suspension | Multi-link solid axle with coil springs; optional air suspension on some trims |
| Brakes | Four-wheel discs with ABS and stability control |
| Length | About 233.6 in (5,935 mm)([Edmunds][1]) |
| Width (without mirrors) | About 80.2 in (2,038 mm) |
| Height | Around 78.0 in (1,980 mm) |
| Wheelbase | Roughly 145 in (varies with bed) |
| Ground clearance | Typically around 9 in; TRD off-road variants higher |
Performance and capability (varies by trim and configuration)
| Item | Typical range for 4×4 i-FORCE MAX |
|---|---|
| 0–60 mph | Mid-5 to low-6 second range in many tests |
| Top speed | Electronically limited; typically around 105–110 mph |
| Max towing (properly equipped) | Up to around 11,000–12,000 lb depending on trim and axle ratio |
| Payload | Roughly 1,600–1,800 lb depending on trim |
| Fuel tank | Around 32 gal (US) on many 4×4 models |
Because detailed fluid capacities and torque specs vary by engine calibration, cooling package, bed/wheelbase and market, Toyota expects owners and technicians to use the VIN-specific service information. For critical work (oil, coolant, drivetrain fluids, wheel nuts and suspension fasteners), treat the workshop manual as the only authoritative source.
4×4 trims and safety systems
Toyota positions the i-FORCE MAX hybrid as an upper-tier powertrain, so you usually find it on better-equipped 4×4 trims:
- Limited and SR5 with packages – often the entry to i-FORCE MAX in some markets, pairing the hybrid with 4×4, tow packages, and mid-grade interiors.
- Platinum and 1794 Edition – luxury-oriented 4×4 trucks with leather, ventilation, large infotainment screens and available air suspension.
- TRD Pro / off-road packages – focus on ride height, skid plates, all-terrain tyres, off-road dampers, and more aggressive drive modes, all paired to the hybrid 4×4 drivetrain.
Key mechanical differences between trims include:
- Axle ratios and tow ratings – higher trims with tow packages can reach the top-end towing figures; luxury-focused builds may trade a little capacity for comfort equipment.
- Suspension hardware – TRD Pro and off-road packages gain strongly tuned dampers, underbody protection and sometimes different spring rates.
- Tyre and wheel packages – larger diameter wheels may hurt ride and off-road compliance; all-terrain tyres improve traction but reduce economy and braking performance on dry pavement.
On the safety side, all current Tundra 4×4 hybrids include Toyota Safety Sense, which typically bundles:
- Forward collision warning with automatic emergency braking and pedestrian / cyclist detection.
- Lane departure alert with steering assistance and, on many trims, lane centring.
- Adaptive cruise control.
- Automatic high beams and traffic sign recognition (availability varies by market).
Higher trims add blind-spot monitoring, rear cross-traffic alerts, 360° camera systems, and trailer-focused assist features. These cameras and radar sensors require calibration after some collision repairs, windscreen replacements, or suspension geometry changes. Factor that into repair estimates if you lift or modify the truck.
Independent testing has rated late-model Tundra crew cabs well for crashworthiness, with strong scores in most major impact categories and good performance from the front crash-prevention systems when properly equipped.([IIHS][2]) Check that your specific trim and model year matches the tested configuration; some ratings apply only to certain cab or headlight combinations. For families, the wide rear bench and LATCH/ISOFIX anchor layout make installing child seats relatively straightforward, though the tall step-in height can be a consideration for small children and shorter adults.
Overall, the 4×4 hybrid trims combine robust passive safety, a full modern ADAS suite, and the extra control of four-wheel drive, which makes them attractive all-weather family and towing vehicles.
Hybrid reliability and service actions
The XK70 Tundra is still relatively young, so long-term hybrid-specific data is limited compared with Toyota’s older hybrid cars. Early trends, though, give a rough picture of what to expect.
Hybrid system and engine
Toyota’s hybrid components (motor, power electronics, high-voltage battery) have a strong record in other models. The Tundra uses a nickel-metal hydride pack, which is generally tolerant of temperature extremes and heavy cycling, especially with the active cooling and conservative charge windows Toyota employs. Abnormal battery failures have been rare so far, but any warning lights related to the hybrid system, repeated no-start events, or odd fan noise from the battery area should be investigated promptly.
The shared V35A-FTS engine has been the subject of attention in non-hybrid Tundras for a potential risk of internal engine damage from debris in certain production windows. Many communications and investigations focus on non-hybrid trucks, but owners of hybrid 4×4 models should still check their VIN against official recall and service campaign tools to confirm status.([NHTSA][3])
Driveline and chassis
Common truck-type wear items still apply:
- Front suspension bushings, ball joints and tie-rods in heavy off-road or towing use.
- Rear suspension links and bushings in fleet or work duty.
- Wheel bearings and brakes where oversized tyres or heavy trailers are used regularly.
The coil-spring / multi-link setup is more complex than leaf springs but tends to ride better. Rust protection on the boxed frame is improved versus older generations, but any truck in road-salt regions should still have regular underbody inspections, especially around weld seams, bed mounts, and the rear frame area supporting the tow hitch and spare tyre.
Electronics and software
The large infotainment system and safety suite are central to the driving experience, so any glitches in the touchscreen, cameras, or radar sensors may require software updates. Toyota periodically issues technical service bulletins (TSBs) for drivability refinements (shift quality, hybrid engagement), infotainment bugs, and ADAS calibrations. These are not recalls, but applying them can greatly improve day-to-day smoothness and reliability.
When evaluating a used Tundra 4×4 hybrid, ask for:
- Proof of regular oil changes (shorter intervals if used for towing).
- Hybrid system warranty details and any high-voltage or inverter-related repairs.
- Documentation of software updates and completed recalls.
- Frame and underbody inspection reports, especially in rust-prone climates.
Taken together, early experience suggests the 4×4 hybrid is fundamentally robust, but like any complex, high-output turbo-hybrid truck, it rewards proactive maintenance and careful monitoring for software updates and campaigns.
Maintenance routines and buying guide
A sensible maintenance plan keeps the Tundra 4×4 i-FORCE MAX reliable and preserves its resale value. Always align with the official schedule for your model year and market, but the following intervals provide a practical starting framework:
Core maintenance intervals (typical guidance)
- Engine oil and filter: Up to 10,000 miles / 12 months in light use; 5,000 miles / 6 months if you tow, idle, or operate in dusty or very hot conditions. Use Toyota-approved full-synthetic 0W-20.
- Engine air filter: Inspect every 10,000–15,000 miles; replace as needed or at least every 30,000–40,000 miles, sooner in dusty use.
- Cabin filter: 15,000–20,000 miles, or annually in urban environments.
- Coolant (engine and hybrid circuits): Follow the factory “super long-life” coolant schedule, typically first change well beyond 50,000 miles, then at defined intervals. Given the hybrid’s reliance on thermal management, do not exceed the official interval.
- Spark plugs: Iridium plugs usually run 90,000–120,000 miles; inspect earlier if misfires or rough idle appear.
- Automatic transmission fluid: Many schedules describe it as “lifetime” under normal use, but towing, off-roading, or hot climates justify a proactive drain and fill every 60,000–90,000 miles.
- Differentials and transfer case: For frequent 4×4 use or towing, consider changing fluids around 50,000–60,000 miles.
- Brake fluid: Every 2–3 years regardless of mileage.
- Brake pads and rotors: Inspect at least annually; more often if towing or descending long mountain grades.
- Tyre rotation and alignment: Rotate every 5,000–7,500 miles; check alignment annually or after impacts / suspension changes.
- 12 V battery: Test annually from year 3 onwards; expect replacement somewhere in the 5–7 year window depending on climate and load.
High-voltage hybrid components typically have their own inspection steps in the service schedule. These can include coolant checks for power electronics, inspection of orange-cabled harnesses, and hybrid health checks using diagnostic tools.
Buyer’s checklist for a used Tundra 4×4 i-FORCE MAX
When shopping:
- Verify complete service history, ideally with main-dealer or specialist records.
- Run the VIN through official recall and service campaign tools.([NHTSA][3])
- Inspect the frame, suspension pick-up points, and bed mounts for rust, dents or off-road damage.
- Check for uneven tyre wear, vibrations at speed, or clunks when shifting between drive and reverse, which could signal driveline or suspension issues.
- Confirm correct operation of 4×4 modes, crawl control and off-road settings on a loose surface.
- Test all ADAS functions (lane assist, adaptive cruise, collision warning) and ensure there are no warning lights.
- Tow with the truck, if possible, or at least load it; listen for unusual noises under load.
A well-maintained Tundra 4×4 hybrid should offer a long service life, with the hybrid components typically backed by extended warranty coverage in many markets. That, combined with Toyota’s parts support, makes it a strong candidate as a long-term work and family truck.
Real world driving and performance
On the road, the 4×4 i-FORCE MAX feels different from both earlier Tundras and many rival V8 trucks. The combination of twin turbos and an electric motor gives strong step-off response with less lag than a purely turbocharged engine. The hybrid can fill in torque while the turbos are spooling, so the truck moves smartly from a stop even with a trailer attached.
The 10-speed automatic shifts quickly and can hold gears confidently on grades when the powertrain is in tow/haul or sport modes. At light throttle, it aims for low rpm and relies on the hybrid assistance to keep things smooth, which can feel very relaxed on the highway. Under full load the V6 sounds purposeful but not as traditionally “truck-like” as an old-school V8; some owners appreciate the quieter, more refined sound, while others miss the classic rumble.
Ride quality is one of the XK70’s strengths. The coil-spring rear smooths out small bumps and keeps the truck more settled over sharp expansion joints than many leaf-spring rivals. Off-road-oriented trims with special dampers can feel firm but controlled, especially with heavier wheels and tyres. Steering effort is light to moderate, which helps in town and when manoeuvring trailers but does mean a little less road feel than some drivers prefer.
In terms of efficiency, real-world numbers often land slightly below or near EPA combined figures when the truck is unladen, with highway cruising in the high-teens to low-20s mpg (US) range depending on speed, tyres, and wind. City driving can sometimes be a pleasant surprise: the hybrid assist and frequent short electric boosts help offset stop-and-go losses. Towing or carrying a heavy load still brings a significant fuel-use penalty, and frequent steep grades or high speeds can drop economy into the low-teens mpg, which is typical for full-size trucks.
Off-road, the 4×4 Tundra’s low range, crawl control, and multi-terrain modes make it capable on rocky trails and in deep sand or mud, especially when fitted with appropriate tyres and, where available, a locking rear differential. The hybrid system is designed to work seamlessly in these conditions; you may notice more regeneration on descents, but the truck still behaves like a conventional 4×4 to the driver.
Overall, the driving impression is of a modern full-size truck that leans more toward refinement and effortless torque than raw, noisy aggression, while still delivering serious work capability.
Tundra hybrid vs rivals
The Tundra 4×4 i-FORCE MAX hybrid competes directly with other high-output, technology-rich full-size trucks such as:
- Ford F-150 PowerBoost hybrid
- Ram 1500 with mild-hybrid “eTorque” systems
- Chevrolet Silverado / GMC Sierra with turbocharged petrol engines and various cylinder-deactivation technologies
Compared with the F-150 PowerBoost, the Tundra hybrid focuses more on improving torque and refinement while still delivering a modest efficiency gain, whereas the Ford leans harder into fuel savings and offers extra features like a large onboard power outlet system. The Toyota’s hybrid is also integrated into a simpler-appearing package from the cabin: it feels like a traditional automatic with extra shove rather than a distinct hybrid drive mode.
Versus Ram’s eTorque and similar mild-hybrid systems, the Tundra’s full hybrid arrangement can provide more meaningful electric assistance, with a clearly higher total power output. Ram, however, counters with a very smooth ride and quiet cabin, plus a long track record with its current generation of trucks.
Against GM’s turbocharged and small-block V8 offerings, the Tundra stands out by dropping the big V8 entirely in favour of modern turbo-V6 engines, with or without hybridisation. That can make it more appealing in markets where fuel prices are high or emissions regulations are tightening. For buyers who value the simplicity and established history of naturally aspirated V8s, GM’s trucks may still hold an advantage.
Where the Tundra 4×4 hybrid shines is in its blend of:
- Strong, immediate torque for towing and steep grades.
- Standardised safety and driver-assistance features on many trims.
- A coil-spring rear that improves ride and control without sacrificing core truck traits.
Its main trade-offs are a shorter track record than more established powertrains, higher up-front cost, and added complexity for future repairs. For many owners who want a fully modern, high-tech truck and plan to maintain it by the book, those trade-offs are acceptable, especially if they keep the truck within warranty coverage for the early years of ownership.
References
- Absolute Powerhouse: Next-Generation 2022 Toyota Tundra – Toyota USA Newsroom 2021 (Manufacturer Newsroom)
- 2022 Toyota Tundra 2022 (Fuel Economy Data)
- 2022 Toyota Tundra 2022 (Safety Rating)
- Recalls 2024 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or safety advice. Specifications, torque values, fluid capacities, and service intervals can vary by VIN, model year, market, trim level, and installed equipment. Always confirm procedures and figures against your official owner’s manual and workshop documentation, and follow local regulations and safety guidelines when working on any vehicle.
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