Toyota’s revamped Tundra has been turning heads for a couple of years now, marking a significant shift for the brand’s Texas-born pickup. At the pinnacle of the current lineup sits the Capstone edition, boasting a hefty price tag of $78,460. After spending two weeks and reflecting over a year since my initial encounter, it’s clear that this Tundra, in its quest to be a luxury pickup, is already lagging behind the competition. And let’s address the elephant in the room – this hybrid V6 twin-turbo engine is surprisingly thirsty for fuel in everyday driving.
Under the hood lies the much-talked-about i-Force MAX powertrain, Toyota’s name for its twin-turbo V6 engine paired with a hybrid system. The combined output is a respectable 437 horsepower and 583 lb-ft of torque, figures that translate to a strong midrange punch. When you put your foot down, this is undeniably a quick full-size pickup. However, the power delivery feels somewhat flat. The initial surge is impressive, but the acceleration doesn’t seem to build as the revs climb, lacking the exciting crescendo you might expect from a performance engine, unlike the roaring 6.2L V8 found in the GMC Sierra or Chevy Silverado.
Image: Front three-quarter view of a 2023 Toyota Tundra Capstone, showcasing its bold grille and headlights.
Despite being a hybrid, the electric motor’s contribution feels minimal in real-world driving. Unlike Toyota’s smaller hybrids like the RAV4 or Camry, which can often operate on electric power alone at lower speeds, the Tundra’s gasoline engine kicks in almost immediately, even with gentle acceleration. Consequently, relying heavily on the gas engine and turbochargers to move its considerable weight results in disappointing fuel economy. I averaged a mere 16 MPG overall, no better than some V8-powered trucks I’ve tested. Ironically, a previous non-hybrid Tundra I drove actually achieved better fuel economy. If fuel savings are your primary motivation for choosing the hybrid Tundra, consider this a warning: significant fuel savings are unlikely. Only on steady, level highway driving does the hybrid system offer a slight advantage, barely exceeding 20 MPG.
Furthermore, low-speed driving can be marred by noticeable clunks and shudders from the powertrain as the gas engine cycles on and off. For instance, when slowing down for a traffic light in electric mode, and then accelerating gently as the light turns green, the gas engine abruptly restarts, causing a noticeable shudder and clunk throughout the vehicle. This lack of smoothness is uncharacteristic of Toyota hybrids and is particularly noticeable in the Tundra and Sequoia SUV, both utilizing this hybrid V6. For a company renowned for pioneering smooth and refined hybrids, this powertrain’s lack of refinement is surprising and disappointing, especially in a luxury-marketed vehicle.
Adding to the questionable powertrain experience, Toyota has opted to pipe in artificial V8 engine noises into the cabin during acceleration. While this might appeal to some truck enthusiasts longing for a V8 soundtrack, it feels disingenuous and reinforces the feeling that the V6 hybrid is trying too hard to compensate for something it’s not. The fact that Toyota felt the need to simulate a V8 sound suggests an awareness of the engine’s shortcomings in perceived power and sound compared to traditional V8s.
Image: Interior view of the 2023 Toyota Tundra Capstone, highlighting the leather seats and dashboard.
I also have reservations about the real-world towing capabilities of this i-Force MAX powertrain. During uphill freeway driving, the turbochargers consistently maintained a significant 10 PSI of boost just to maintain 70 MPH. Imagine adding a trailer weighing several thousand pounds; this small V6 will be working extremely hard even on flat roads and consuming fuel at an alarming rate. The hybrid system’s minimal battery capacity offers negligible assistance in towing scenarios, quickly depleting under load. While the hybrid powertrain concept is intriguing, its practical application for truck duties, particularly towing, falls short compared to a traditional, larger-displacement V8. Furthermore, a naturally-aspirated V8 might even prove more fuel-efficient when towing due to the hybrid’s inefficiency under heavy load. While anecdotal evidence from other Tundra and Sequoia owners suggests underwhelming towing performance, further real-world towing experience reports are needed to fully assess this aspect.
On a brighter note, the Tundra Capstone boasts commendable steering and handling for a large pickup truck. The steering is precise, responsive, and makes maneuvering the truck surprisingly easy. On highway on-ramps, the Tundra exhibits unexpected agility, holding its line confidently even when pushed, albeit with noticeable tire squeal. However, this handling prowess comes at the expense of ride comfort. The ride is stiff and jittery across various speeds. Even at low speeds on city streets, every road imperfection is transmitted directly into the cabin, resulting in a bouncy and unsettled ride. In stark contrast, a recent ride in a friend’s new GMC Sierra 1500 Denali during the same week highlighted the Tundra’s ride quality shortcomings. The Sierra Denali effortlessly glided over bumps and offered smooth power delivery from its V8 and 10-speed transmission, showcasing a significantly more comfortable and refined driving experience. The Tundra, in comparison, felt like a bucking bronco, a surprising characteristic for what’s supposed to be the luxury-oriented Capstone trim.
Regarding luxury, the Tundra Capstone’s delivery is underwhelming. While it features plush two-tone leather seats, a large infotainment screen, power running boards, and a panoramic sunroof, the luxury illusion quickly fades. The cabin is riddled with cheap plastic components and buttons that would feel out of place even in a budget-friendly car like the Corolla. The center console push-button releases feel flimsy and cheap. A rattling tray slides in and out of the center console, further detracting from the perceived quality. The glovebox on the test vehicle, and reportedly on other Tundras and Sequoias, sagged noticeably. Even details like frayed stitching on the steering wheel and cheap-looking wood trim resembling bargain furniture further undermine the luxury aspirations. While these interior elements might be acceptable in a $65,000 or even $70,000 truck, they are simply unacceptable in a vehicle approaching $80,000. GMC’s recent interior overhauls in their trucks, particularly in the Sierra 1500 Denali, outshine the Tundra Capstone significantly at the same price point. It feels as though Toyota’s approach to luxury was merely to add leather and a big screen to an otherwise basic interior. For this price, the interior quality is simply not justifiable, and the air conditioning performance, even on full blast during a typical California summer day, was surprisingly weak.
Image: Rear passenger seats of the 2023 Toyota Tundra Capstone, showing leather upholstery and spacious legroom.
While the new Tundra Capstone represents an improvement over its predecessor, Toyota’s progress still leaves it trailing behind its rivals in the luxury pickup segment. Even the aging Ram 1500, on the market for over five years, continues to impress in Laramie and Limited trims, offering superior cabin luxury and perceived initial quality. The Ram 1500 also delivers a smoother and more refined driving experience than the Tundra. Another surprising omission in the Tundra Capstone is the lack of proximity sensors on the rear doors for unlocking, a feature commonly found on much less expensive vehicles like the Toyota RAV4. This oversight is particularly jarring in a truck at this price point.
Image: Close-up of the Capstone branded floor mat in the Toyota Tundra, highlighting misaligned stitching and badge.
Even small details, like the misaligned Capstone badging on the floor mats, highlight a lack of attention to detail expected in a luxury vehicle. These seemingly minor flaws contribute to an overall impression of subpar quality and undermine the Capstone’s premium aspirations.
Who is the target buyer for this truck? Perhaps only die-hard Toyota loyalists, but even they might hesitate to trade in their reliable, long-lasting V8-powered older models. It’s worth noting that the most expensive new Tundra Capstone costs over $20,000 more than the most expensive V8 Tundra ever offered. It’s unlikely that owners of Ford, Chevy, GMC, or Ram trucks will be tempted to switch to a Tundra, and those considering a change might be more inclined to explore the Rivian EV alternatives. The Toyota Tundra Capstone isn’t a bad truck, but it’s significantly overpriced and struggles to justify its premium cost. Perhaps a lower-trim Limited model with the base engine offers better value, but the Capstone, despite being the top-of-the-line Tundra, falls short of setting a new benchmark for Toyota, especially considering its inflated price tag. While it represents a step up for Toyota pickups, it fails to match the luxury and refinement offered by its competitors in the segment.
2023 Toyota Tundra Capstone
Price as-tested: $78,460
Pros: Powerful engine, modern handling dynamics
Cons: Overpriced, dynamically and luxuriously lags behind competitors.
