The Toyota Tundra Forcetouring Max Hybrid System: A Game-Changer in Luxury Trucks

When it comes to luxury trucks, few vehicles can match the capabilities and features of the Toyota Tundra Forcetouring Max Hybrid system. This latest iteration of the Tundra represents the best of what Toyota can currently offer in terms of luxury truck design and functionality.

One of the standout features of this vehicle is its hybrid drivetrain. The 10-speed automatic transmission is smooth, efficient, and provides a seamless driving experience. Unlike its predecessor, which was criticized for its lack of refinement, this model's drivetrain is virtually lag-free, thanks to the advanced technology behind it. This system includes electric motors that assist with torque delivery, allowing for a smoother transition between modes. The result is a vehicle that feels more like an SUV than a traditional pickup truck.

Towing and hauling are also areas where the Tundra excels. With its robust engine and advanced transmission, this vehicle can handle even the most demanding tasks with ease. In our testing, we towed a motorhome over a long distance without any issues, and the vehicle handled smoothly and efficiently throughout the journey. The adaptive suspension system on the upper trim level does an excellent job of adjusting to changing road conditions, providing a comfortable ride even when hauling heavy loads.

Inside, the Tundra's interior is one of its strongest suits. The design is upscale and refined, with premium materials and finishes throughout. The ambient lighting and wood trim add a touch of luxury to the cabin, making it feel like a true oasis on the road. The infotainment system is also noteworthy, featuring advanced technology that makes navigation and connectivity easy.

Of course, no discussion of the Tundra would be complete without mentioning its price. With options like the Forcetouring Max Hybrid system, this vehicle can quickly become out of reach for many buyers. However, for those who are willing to invest in a luxury truck that offers the best of both worlds - power and refinement - the Tundra is certainly worth considering.

The Forcetouring Max Hybrid system is a testament to Toyota's commitment to innovation and quality. This vehicle represents the 90th percentile in terms of design, functionality, and overall value. With its advanced technology, luxurious interior, and impressive capabilities, it's clear that Toyota has outdone itself with this latest iteration of the Tundra.

In our testing, we were thoroughly impressed by the Tundra's performance and refinement. The drivetrain was smooth and efficient, providing a comfortable ride even over long distances. The adaptive suspension system did an excellent job of adjusting to changing road conditions, making it feel like a true SUV rather than a truck.

One potential drawback to this vehicle is its massive size. At 5.8 meters in length, the Tundra can be intimidating on the road, especially for smaller vehicles. However, we found that this was not a major issue, as the vehicle's advanced technology and features more than made up for any concerns about its size.

Another potential concern is the cost of replacement parts. The new air-cooled battery technology used in this model is a step forward in terms of reliability and maintenance costs. By using an air-cooled system, Toyota has eliminated many of the complexities associated with liquid cooling, making it easier to replace the battery pack when needed.

Overall, our experience with the Tundra Forcetouring Max Hybrid system was overwhelmingly positive. This vehicle represents a major step forward for Toyota in terms of luxury truck design and functionality, offering a smooth, efficient, and refined driving experience that's hard to match.

"WEBVTTKind: captionsLanguage: enthe toyota tundra iforce max now we've already done a video on this truck where jack went to the launch of it and talked to the engineers and interviewed them so if you want to learn more about the technical details watch that the focus of this video will be covering two things kind of the capstone version of this highest trim level including the iforce max version of the twin turbo v6 which is toyota's branding for a hybrid truck so before we get into some of that i want to hit some topics that jack didn't cover in the previous video and that is some of the interior and exterior detail the pros and cons the exterior of the capstone blends a few things it's different paint it's different grill design and it is this luxury truck motif where you put enormous wheels on now when you look at it you know as most trucks have gotten much bigger they're trying to create this presence this this feeling of dominance while under creating understated luxury and that's somewhat of what the tundra is trying to do here the overall usability and features on the exterior are also good the lighting is well implemented the truck bed or liner is smc or sheet molded composite it is a hybrid composite material that is very rugged it offers great durability but not the best and anti-slip performance it is supported with aluminum rails under the bed and basically what you get here on the upper trim level is this crew cab and a five and a half foot bed so that that's really what you're locked in with with the capstone version the interior space however feels enormous like the previous generation tundra this is toyota's best interior they've ever done on a tundra product or pretty much any toyota truck now with that said because the ram interior has gone so far up the ladder and the new f-150 has gotten so much better this is a lot of ketchup while it's very close to being on par with those it lacks certain features that you get in the upper end trims of the the ram and the ford like massaging seats and some of the other ambience and technology features but what toyota has done well here actually done amazing is the interior usability this is something that i was very worried about them going forward with trying to kind of reinvent the wheel focusing on gimmicks and that's not something they've done when you look at this interior namely from just shooting from the back the the rear passenger occupant space and looking forward there's this level of symmetry to it it looks very clean the way that the screen is integrated between the vents all the physical controls are essentially the best thing you're gonna find in most modern vehicles where almost everything is muscle memory here from a huge volume knob that you never have to look at all your hvac controls are physical and they're large enough to just feel them out without having to pack around it's great for multiple hand sizes your shifter is traditional and all the center console controls are all physical as well from your drive mode selector to your two hot to low for high and for low selector and then all of your miscellaneous switches for traction control and your ride height control and the back the left knee controls are also all physical you can pretty much do everything on this truck without having to interact with the infotainment which is amazing it's really what you want here the steering wheel controls follow the same function now all of the usability in terms of storage space is pretty well thought out i mean you can make some arguments about how they could have done things here or there in terms of storage and the doors aren't the hugest but really the center console area offers you multiple things in terms of flexibility in terms of cubbies lift ups your phone storage is a great place your wireless charger is in a good angle where the phone's not sliding around and cup holders are well thought out now in terms of materials as you go up the trim level obviously in a truck i'm sure you want white leather while it looks great i don't know how well this is going to hold up to staining they also have added wood veneers throughout this on the doors the dash the center console and the armrest and while the wood veneers look very authentic and high quality in certain places you can see where some of that runs thin namely on the armrest where you can see where the wood veneer trailing edge leads into just plastic so there's this faux luxury element to some of this but then they add it back with adding acoustic laminated glass this is a quiet interior space the jbl audio system has outperformed the lexus lx 600 that we just tested their upper level mark levinson and a lot of it is speaker placement you have tweeters on the eight pillars versus buried into the glass so you lose some of the reverberation when you turned off when you turn off surround mode in the infotainment screen that's where things come alive it's very clean it's very natural sounding it's lacking some clarity in the mid-range but you can tweak some of that in the eq at least to bring some of it back and the bass is not completely overwhelming here like many of its competitors so overall you're waiting for the shoe to drop what's wrong with this space in my approximation again when you look at it on camera you can't complain about much and you can't complain about much until you take a look at this infotainment screen and you actually use it every day the updated infotainment or multimedia is now a hybrid cloud-based system that has the potential of over-the-air updates and functional changes throughout the life of the car either by adding features removing them reorganizing things based on people's usage habits that's what they can do with this they can really see what we're doing in it and fix things as they go the speed is great the glass quality of the screen is good the viewing angle off axis is great so what's the issue well the screen is just too big and the screen is big and i said this about the older toyota products just because you put a big display in a car doesn't make it any better and this is truly the case because of how wide this cabin is and how big the screen is landscape wise when you're sitting with your seat back you cannot reach basically halfway through the screen so that left plane of the screen is usable for the driver but that right side you can pretty much forget it because you're literally having to lean over and because of how far over to the right it is you're constantly turning your body to look at it so while they do have a persistent menu bar to the left for the driver which is great it's always there when you get into sub menus like maps and i want to change it from north or forward facing i can't reach the right corner of the screen i can't zoom in with the touch buttons i have to pinch to zoom all the sub menus while on the left and as soon as you start to drill down like your audio settings or all these other miscellaneous settings like toggles i can't reach the far right side of the screen if they would have moved the screen and arc this towards the driver it would have been far more usable while again compromising the visual appeal of the symmetry of the dash it's a it's a big snafu and that's my biggest complaint about this interior space but let's get right into the meat and potatoes of the technical part of the hybrid system of the iforce max jack iforce max tundra we're going to cover the highlights of the hybrid version of this instead of going over every little detail of the truck because we're going to do a huge consolidated video when we get the trd to talk about everything but let's focus on the highlights first the architecture tngaf which is their new truck platform it was first designed for the land cruiser and it is a japanese platform however they did send 11 11 american engineers from the tundra team to japan to make sure that their concerns were heard when they were designing this platform to make sure it would fit the tundra and address the american customer's needs so land cruiser first yes and then everything else was secondary how they can modify tngaf to make a truck and the american products or north american products the architecture the platform itself is about 400 pounds and change lighter than the prior generation vehicle and it's about 20 more rigid so a lot of that nvh is being absorbed by the platform versus you as a passenger through a suspension architecture is also modified it's now a five link the shocks removed outward and they tried to make this feel more like an suv when you're driving it versus a traditional truck but they wanted to maintain some of that off-road capability mark well and the thing is is they wanted it to this was the perfect platform to do an adventure overland expedition to your local lululemon and that was what they wanted the tundra owners to experience now in terms of the capstone the upper level trims you do get load leveling or ride height leveling with air springs in the in the back of this there's no air springs in the front and again it's about refinement they're trying to take trucks and turn them more into luxury products so you're getting rid of the truckishness the leaf springs coil spring suspension in the back like you said five link multi-link and then aluminum knuckles smc bed with aluminum rail supports under the bed so they're shaving the weight off and all these like strategic places tundra owners are unique in the truck segment in that tundra or toyotas aren't sold to fleets people who buy tundras are typically families and they're using this as a family vehicle versus like the f-150 ram and the other american trucks those were designed to both be sold to people but largely to a lot of companies to use as service vehicles makes sense so let's talk about the big thing with the iforce max that's why you're here it's a hybrid toyota truck now it's not hybrid in the sense of prius and rav4 it's a completely different system and it is very reminiscent to the old honda ima system where they sandwich an electric motor between the transmission and the engine so there's a separate bell housing a case which you can see is split off here and that case has a motor generator unit that also serves as a start stop function it can spin up the gasoline engine to start it and stop and they do have a redundant backup starter physical starter in the engine to start the this car truck when it is sub-zero out because you have battery pack considerations if it's out in freezing temperatures you don't want to have that voltage spike from the pack to that electric motor spin up the engine so that redundant starter is there for extreme weather and then you have a nickel metal hydride pack which is under the passenger occupant area in the back and the nickel metal hydride pack is there because it's resilient and it is tried and true they've been using nickel metal hydride packs since the 90s and they're way more affordable to replace now than the lithium ion and they can there's durability things that go and go into play with those as well so it's a small pack it's 1.8 kilowatt hours it's really there to assist much like the old honda system to assist the gasoline motor that instantaneous torque from the start once that torque gets the truck off the line and even for towing then it hands over that power delivery to the turbo so it's trying to be this seamless transition it can also act in eevee only and that's the big thing that and that the the clutch that's in there can disconnect from the gasoline engine and you can take this in ev only mode up to 18 miles an hour stop start traffic primarily or if you're creeping around town the drivetrain though this is a 10-speed automatic gearbox which is sourced from lexus however the internals have been changed for a truck platform along with the ratios everything has been beefed up yes the ratios between the hybrid and the standard regular 3.5 liter twin turbo are identical the gas engine which is you know common in both the regular and this hybrid variant is a 3.5 liter twin turbo sourced from the ls500 however it has quite a few changes done to it the cooling system is different the oiling system is different it has different size turbos they were smaller to spool up faster there's one throttle body versus two and there was a priority on making sure that this drivetrain was supposed to be more reliable and have a longer service life than the ls500 by about 50 which is pretty nutty but i think some of that just has to be with the cooling there's more the cooling is a big feature there's more room in here to cool um but as we know you know somebody commented our last video like well this engine's proven and really it's not proven it was only in the ls500 and they sold minimal units of that engine and from talking to master mechanics that work on this car or worked on the ls500 it is far more complicated to work on to remove get at everything compared to the previous generation 3.5 liter naturally aspirated engine and the v8s those were simple compared to this so we're going to see tuning changes we're going to see modifications and suppliers they had a wastegate issue already with this truck in middle east the first couple hundred units but to fix the wastegate basically replace the turbo the cab is coming off yeah because you can't get at the turbos from the drivers one of the sides yeah and i mean this is just stuff with new platforms that they're gonna figure out over time but again let's see how this does when we put it on the road because the hybrid part potentially has can can add a lot to fuel economy and drivability all right jack i force max maximum torques oh yeah it's like you've traction control on yeah that's why i mean it just totally turned off the car this thing is this thing is fast i there's no way around it compared to the last v8 and even compared to the regular tundra this thing moves and it moves at any speed too yeah it's so i was at the launch program and i had the opportunity to drive basically every trim level of tundra including the new trd pro and my favorite drivetrain is this hybrid one you already have the added complexity of the twin turbo so i say go balls out and get this one i i think the the benefit really is here is the torque smoothness and that the kind of the eevee mode and slower creeping traffic there is an element of refinement that you get out of it and of course you're improving fuel economy which i don't know if i talked about in the shop but on average it's 17 to 18 miles per gallon which is really important yeah that's with us driving and this thing is way faster than the v8 when i drove this thing i got low 20s on the highway which again for a big big truck yeah the tundra kind of fills that in between between like a half ton and a three-quarter ton in many ways uh it's it's very very impressive yeah i think the more i've driven this the more that i like it and there's less weirdness with drivetrain on this than i expected and we just got out of the lx600 and we both noted some weird stuff going on with the transmission or differential or even engine tuning whereas you don't notice it that much with this with the exception of this is the first time where i needed to cut out an intersection with this and literally the drivetrain was like off like you put your foot to the floor i don't know if the engine was in an off state but it like would not turn it back on and get you to go and you put it out in an intersection so you know just something to be aware of again it's only happened once and the only other problem i had was an srs malfunction it was an srs malfunction but as soon as i restarted the car it went away and this is a pre-production truck so you know there might be a few things going on here that are not going to happen in the production version so let's talk about the cap sound part of this mark because that's you know that's why a lot of people are clicking on this is this is the capstone the most expensive luxurious refined version of the tundra what do you think of it it's at what 74 thousand i think is tested or something that was like that yeah and i mean it's it's nice i i you know i talked about in the interior all the little the little details i think it's more for you do you really notice difference with this with all the other tundras you drove absolutely not i'm gonna be honest i mean the drivetrain is it's optional the i think the trd pro the one i drove was every bit as nice inside is here obviously the suspension tuning is different but i think the thing that hurts this is not that it is inherently a bad or great truck but the truck market is now getting so refined yeah we just had the new f-150 i know how you feel about ford products and i'm kind of the same way with some of the reliability questions but i mean the new f-150 is really really nice yeah it is really nice rides better than this i think it does at least we had the tremor and the new raptor not comparing this to the raptor but the tremor which is similarly priced to this road better than this i think the interior is every bit as nice and you have you have a lot of drivetrain options we're in this you have two yeah really you're limited here and the big argument for this truck is going to be every single person that's a toyota fanatic is going to be like well they they always had issues to start off with new transmissions and engines and they sort that out and they're bulletproof a lot reliable and if that happens you're gonna have great resale value residual value and you're gonna have good reliability based on all the engineering stuff that we know this should be really really well sorted out in a few years and this 10 speed is better than the 10 speed that's in the ford yeah it's way better shifts are smooth i mean everything about the hybrid drivetrain in this is really good it's got all the torque again handing off the electric motors to the turbo you don't get the lag assuming everything's functioning correctly it's a smooth ride it's a way more refined ride than the front doesn't ponder around like the old one yeah it doesn't feel like as much work to keep this thing as in going in a straight line especially at higher speeds yes it's a giant brick but you always felt like you were having to do work to keep this thing in line with the old tundra and i towed with the old tundra you know a race trailer a long distance and that was one of the things that really drove me crazy on the highway it was like it was a busy a busy ride and this is just it's at least 50 percent better in that regard jack i towed a motor home at the launch event okay and it was it was fine honestly um if you drive this like a normal person not how we drive it this really does handle like a i guess suburban from a couple years ago yeah it handles more like a civilized full-sized suv than it does a traditional pickup truck i think i'm going to leave it at that mark yeah jack let's just get into the final thoughts we'll talk about the hybridization of this and some other details all right final thoughts on the tundra iforce max hybrid system and the capstone trim level and this represents the best of what toyota can currently do with the tundra as a luxury truck and obviously you don't have to have this this is just indicative of what their approach is from the metallic white paint all the chrome accents the big grille piece and of course all the other fancy pants stuff like ambient lighting and wood trim and all that you don't have to do that and obviously most people are not going to do because the price of this goes through the roof but it's a good look at their best effort and i i feel like this is at the 90th percentile it's got the best interior of a toyota truck ever done i mean you can make arguments for certain things like i talked about electronic implementation is kind of a downer in certain regards but the new infotainment is really good in terms of speed it's a huge step in the right direction you can make and nitpick certain things like the trim piece this gloss black trim piece on the hood is hyper reflective and destructive while you're driving but these are tiny little things the drivability this is the the smoothest riding tundra or truck toyota's ever built it glides over most pavement types the adaptive suspension on the upper trim level does a good job between spreading into that comfort mode for just very soft ride to going to sport plus where it firms it up with the changes in suspension and the frame design it's just a smoother it's an suv ride versus a truck ride the acoustic laminated glass in the front the sides give it a quiet driving experience even though this is a giant building on the road and there's just enough space in the back seat even with the battery pack under the seats where it's completely usable comfortable on the back and again there are so little things to complain about and in terms of the hybridization feature this to me is a great idea because they're taking a very simple electric motor that's going to be reliable and giving you the extra power you need for towing to smoothing out that turbo transition to giving you some electric only crawl ability when you're in traffic to improve fuel economy it gives you all the torque so it when i said it is fast it feels fast for how big this thing is for an internal combustion product the 10-speed automatic is the best thing that the best transmission toyota's ever done and i'm sure they're going to improve tuning but on this truck almost no issue from transition from just electric assist to start stop all of that is really well sorted out and then the choice of the battery technology going to an air-cooled battery that's on the inside part of the car you don't have the complexity of trying to cool that and all the things that go along with it in terms of replacement cost is going to be way easier getting to the battery pack when you need to to replace it potentially in 10 to 15 years there's a lot of thought given here again too trying to make this as reliable as possible i hope that the engine works well and it stays working well and it maintains that reputation of being something that people can keep long-term and the residual values are strong but as it stands this is a really good first attempt at the new tundra thanks for watching i'll see you next video youthe toyota tundra iforce max now we've already done a video on this truck where jack went to the launch of it and talked to the engineers and interviewed them so if you want to learn more about the technical details watch that the focus of this video will be covering two things kind of the capstone version of this highest trim level including the iforce max version of the twin turbo v6 which is toyota's branding for a hybrid truck so before we get into some of that i want to hit some topics that jack didn't cover in the previous video and that is some of the interior and exterior detail the pros and cons the exterior of the capstone blends a few things it's different paint it's different grill design and it is this luxury truck motif where you put enormous wheels on now when you look at it you know as most trucks have gotten much bigger they're trying to create this presence this this feeling of dominance while under creating understated luxury and that's somewhat of what the tundra is trying to do here the overall usability and features on the exterior are also good the lighting is well implemented the truck bed or liner is smc or sheet molded composite it is a hybrid composite material that is very rugged it offers great durability but not the best and anti-slip performance it is supported with aluminum rails under the bed and basically what you get here on the upper trim level is this crew cab and a five and a half foot bed so that that's really what you're locked in with with the capstone version the interior space however feels enormous like the previous generation tundra this is toyota's best interior they've ever done on a tundra product or pretty much any toyota truck now with that said because the ram interior has gone so far up the ladder and the new f-150 has gotten so much better this is a lot of ketchup while it's very close to being on par with those it lacks certain features that you get in the upper end trims of the the ram and the ford like massaging seats and some of the other ambience and technology features but what toyota has done well here actually done amazing is the interior usability this is something that i was very worried about them going forward with trying to kind of reinvent the wheel focusing on gimmicks and that's not something they've done when you look at this interior namely from just shooting from the back the the rear passenger occupant space and looking forward there's this level of symmetry to it it looks very clean the way that the screen is integrated between the vents all the physical controls are essentially the best thing you're gonna find in most modern vehicles where almost everything is muscle memory here from a huge volume knob that you never have to look at all your hvac controls are physical and they're large enough to just feel them out without having to pack around it's great for multiple hand sizes your shifter is traditional and all the center console controls are all physical as well from your drive mode selector to your two hot to low for high and for low selector and then all of your miscellaneous switches for traction control and your ride height control and the back the left knee controls are also all physical you can pretty much do everything on this truck without having to interact with the infotainment which is amazing it's really what you want here the steering wheel controls follow the same function now all of the usability in terms of storage space is pretty well thought out i mean you can make some arguments about how they could have done things here or there in terms of storage and the doors aren't the hugest but really the center console area offers you multiple things in terms of flexibility in terms of cubbies lift ups your phone storage is a great place your wireless charger is in a good angle where the phone's not sliding around and cup holders are well thought out now in terms of materials as you go up the trim level obviously in a truck i'm sure you want white leather while it looks great i don't know how well this is going to hold up to staining they also have added wood veneers throughout this on the doors the dash the center console and the armrest and while the wood veneers look very authentic and high quality in certain places you can see where some of that runs thin namely on the armrest where you can see where the wood veneer trailing edge leads into just plastic so there's this faux luxury element to some of this but then they add it back with adding acoustic laminated glass this is a quiet interior space the jbl audio system has outperformed the lexus lx 600 that we just tested their upper level mark levinson and a lot of it is speaker placement you have tweeters on the eight pillars versus buried into the glass so you lose some of the reverberation when you turned off when you turn off surround mode in the infotainment screen that's where things come alive it's very clean it's very natural sounding it's lacking some clarity in the mid-range but you can tweak some of that in the eq at least to bring some of it back and the bass is not completely overwhelming here like many of its competitors so overall you're waiting for the shoe to drop what's wrong with this space in my approximation again when you look at it on camera you can't complain about much and you can't complain about much until you take a look at this infotainment screen and you actually use it every day the updated infotainment or multimedia is now a hybrid cloud-based system that has the potential of over-the-air updates and functional changes throughout the life of the car either by adding features removing them reorganizing things based on people's usage habits that's what they can do with this they can really see what we're doing in it and fix things as they go the speed is great the glass quality of the screen is good the viewing angle off axis is great so what's the issue well the screen is just too big and the screen is big and i said this about the older toyota products just because you put a big display in a car doesn't make it any better and this is truly the case because of how wide this cabin is and how big the screen is landscape wise when you're sitting with your seat back you cannot reach basically halfway through the screen so that left plane of the screen is usable for the driver but that right side you can pretty much forget it because you're literally having to lean over and because of how far over to the right it is you're constantly turning your body to look at it so while they do have a persistent menu bar to the left for the driver which is great it's always there when you get into sub menus like maps and i want to change it from north or forward facing i can't reach the right corner of the screen i can't zoom in with the touch buttons i have to pinch to zoom all the sub menus while on the left and as soon as you start to drill down like your audio settings or all these other miscellaneous settings like toggles i can't reach the far right side of the screen if they would have moved the screen and arc this towards the driver it would have been far more usable while again compromising the visual appeal of the symmetry of the dash it's a it's a big snafu and that's my biggest complaint about this interior space but let's get right into the meat and potatoes of the technical part of the hybrid system of the iforce max jack iforce max tundra we're going to cover the highlights of the hybrid version of this instead of going over every little detail of the truck because we're going to do a huge consolidated video when we get the trd to talk about everything but let's focus on the highlights first the architecture tngaf which is their new truck platform it was first designed for the land cruiser and it is a japanese platform however they did send 11 11 american engineers from the tundra team to japan to make sure that their concerns were heard when they were designing this platform to make sure it would fit the tundra and address the american customer's needs so land cruiser first yes and then everything else was secondary how they can modify tngaf to make a truck and the american products or north american products the architecture the platform itself is about 400 pounds and change lighter than the prior generation vehicle and it's about 20 more rigid so a lot of that nvh is being absorbed by the platform versus you as a passenger through a suspension architecture is also modified it's now a five link the shocks removed outward and they tried to make this feel more like an suv when you're driving it versus a traditional truck but they wanted to maintain some of that off-road capability mark well and the thing is is they wanted it to this was the perfect platform to do an adventure overland expedition to your local lululemon and that was what they wanted the tundra owners to experience now in terms of the capstone the upper level trims you do get load leveling or ride height leveling with air springs in the in the back of this there's no air springs in the front and again it's about refinement they're trying to take trucks and turn them more into luxury products so you're getting rid of the truckishness the leaf springs coil spring suspension in the back like you said five link multi-link and then aluminum knuckles smc bed with aluminum rail supports under the bed so they're shaving the weight off and all these like strategic places tundra owners are unique in the truck segment in that tundra or toyotas aren't sold to fleets people who buy tundras are typically families and they're using this as a family vehicle versus like the f-150 ram and the other american trucks those were designed to both be sold to people but largely to a lot of companies to use as service vehicles makes sense so let's talk about the big thing with the iforce max that's why you're here it's a hybrid toyota truck now it's not hybrid in the sense of prius and rav4 it's a completely different system and it is very reminiscent to the old honda ima system where they sandwich an electric motor between the transmission and the engine so there's a separate bell housing a case which you can see is split off here and that case has a motor generator unit that also serves as a start stop function it can spin up the gasoline engine to start it and stop and they do have a redundant backup starter physical starter in the engine to start the this car truck when it is sub-zero out because you have battery pack considerations if it's out in freezing temperatures you don't want to have that voltage spike from the pack to that electric motor spin up the engine so that redundant starter is there for extreme weather and then you have a nickel metal hydride pack which is under the passenger occupant area in the back and the nickel metal hydride pack is there because it's resilient and it is tried and true they've been using nickel metal hydride packs since the 90s and they're way more affordable to replace now than the lithium ion and they can there's durability things that go and go into play with those as well so it's a small pack it's 1.8 kilowatt hours it's really there to assist much like the old honda system to assist the gasoline motor that instantaneous torque from the start once that torque gets the truck off the line and even for towing then it hands over that power delivery to the turbo so it's trying to be this seamless transition it can also act in eevee only and that's the big thing that and that the the clutch that's in there can disconnect from the gasoline engine and you can take this in ev only mode up to 18 miles an hour stop start traffic primarily or if you're creeping around town the drivetrain though this is a 10-speed automatic gearbox which is sourced from lexus however the internals have been changed for a truck platform along with the ratios everything has been beefed up yes the ratios between the hybrid and the standard regular 3.5 liter twin turbo are identical the gas engine which is you know common in both the regular and this hybrid variant is a 3.5 liter twin turbo sourced from the ls500 however it has quite a few changes done to it the cooling system is different the oiling system is different it has different size turbos they were smaller to spool up faster there's one throttle body versus two and there was a priority on making sure that this drivetrain was supposed to be more reliable and have a longer service life than the ls500 by about 50 which is pretty nutty but i think some of that just has to be with the cooling there's more the cooling is a big feature there's more room in here to cool um but as we know you know somebody commented our last video like well this engine's proven and really it's not proven it was only in the ls500 and they sold minimal units of that engine and from talking to master mechanics that work on this car or worked on the ls500 it is far more complicated to work on to remove get at everything compared to the previous generation 3.5 liter naturally aspirated engine and the v8s those were simple compared to this so we're going to see tuning changes we're going to see modifications and suppliers they had a wastegate issue already with this truck in middle east the first couple hundred units but to fix the wastegate basically replace the turbo the cab is coming off yeah because you can't get at the turbos from the drivers one of the sides yeah and i mean this is just stuff with new platforms that they're gonna figure out over time but again let's see how this does when we put it on the road because the hybrid part potentially has can can add a lot to fuel economy and drivability all right jack i force max maximum torques oh yeah it's like you've traction control on yeah that's why i mean it just totally turned off the car this thing is this thing is fast i there's no way around it compared to the last v8 and even compared to the regular tundra this thing moves and it moves at any speed too yeah it's so i was at the launch program and i had the opportunity to drive basically every trim level of tundra including the new trd pro and my favorite drivetrain is this hybrid one you already have the added complexity of the twin turbo so i say go balls out and get this one i i think the the benefit really is here is the torque smoothness and that the kind of the eevee mode and slower creeping traffic there is an element of refinement that you get out of it and of course you're improving fuel economy which i don't know if i talked about in the shop but on average it's 17 to 18 miles per gallon which is really important yeah that's with us driving and this thing is way faster than the v8 when i drove this thing i got low 20s on the highway which again for a big big truck yeah the tundra kind of fills that in between between like a half ton and a three-quarter ton in many ways uh it's it's very very impressive yeah i think the more i've driven this the more that i like it and there's less weirdness with drivetrain on this than i expected and we just got out of the lx600 and we both noted some weird stuff going on with the transmission or differential or even engine tuning whereas you don't notice it that much with this with the exception of this is the first time where i needed to cut out an intersection with this and literally the drivetrain was like off like you put your foot to the floor i don't know if the engine was in an off state but it like would not turn it back on and get you to go and you put it out in an intersection so you know just something to be aware of again it's only happened once and the only other problem i had was an srs malfunction it was an srs malfunction but as soon as i restarted the car it went away and this is a pre-production truck so you know there might be a few things going on here that are not going to happen in the production version so let's talk about the cap sound part of this mark because that's you know that's why a lot of people are clicking on this is this is the capstone the most expensive luxurious refined version of the tundra what do you think of it it's at what 74 thousand i think is tested or something that was like that yeah and i mean it's it's nice i i you know i talked about in the interior all the little the little details i think it's more for you do you really notice difference with this with all the other tundras you drove absolutely not i'm gonna be honest i mean the drivetrain is it's optional the i think the trd pro the one i drove was every bit as nice inside is here obviously the suspension tuning is different but i think the thing that hurts this is not that it is inherently a bad or great truck but the truck market is now getting so refined yeah we just had the new f-150 i know how you feel about ford products and i'm kind of the same way with some of the reliability questions but i mean the new f-150 is really really nice yeah it is really nice rides better than this i think it does at least we had the tremor and the new raptor not comparing this to the raptor but the tremor which is similarly priced to this road better than this i think the interior is every bit as nice and you have you have a lot of drivetrain options we're in this you have two yeah really you're limited here and the big argument for this truck is going to be every single person that's a toyota fanatic is going to be like well they they always had issues to start off with new transmissions and engines and they sort that out and they're bulletproof a lot reliable and if that happens you're gonna have great resale value residual value and you're gonna have good reliability based on all the engineering stuff that we know this should be really really well sorted out in a few years and this 10 speed is better than the 10 speed that's in the ford yeah it's way better shifts are smooth i mean everything about the hybrid drivetrain in this is really good it's got all the torque again handing off the electric motors to the turbo you don't get the lag assuming everything's functioning correctly it's a smooth ride it's a way more refined ride than the front doesn't ponder around like the old one yeah it doesn't feel like as much work to keep this thing as in going in a straight line especially at higher speeds yes it's a giant brick but you always felt like you were having to do work to keep this thing in line with the old tundra and i towed with the old tundra you know a race trailer a long distance and that was one of the things that really drove me crazy on the highway it was like it was a busy a busy ride and this is just it's at least 50 percent better in that regard jack i towed a motor home at the launch event okay and it was it was fine honestly um if you drive this like a normal person not how we drive it this really does handle like a i guess suburban from a couple years ago yeah it handles more like a civilized full-sized suv than it does a traditional pickup truck i think i'm going to leave it at that mark yeah jack let's just get into the final thoughts we'll talk about the hybridization of this and some other details all right final thoughts on the tundra iforce max hybrid system and the capstone trim level and this represents the best of what toyota can currently do with the tundra as a luxury truck and obviously you don't have to have this this is just indicative of what their approach is from the metallic white paint all the chrome accents the big grille piece and of course all the other fancy pants stuff like ambient lighting and wood trim and all that you don't have to do that and obviously most people are not going to do because the price of this goes through the roof but it's a good look at their best effort and i i feel like this is at the 90th percentile it's got the best interior of a toyota truck ever done i mean you can make arguments for certain things like i talked about electronic implementation is kind of a downer in certain regards but the new infotainment is really good in terms of speed it's a huge step in the right direction you can make and nitpick certain things like the trim piece this gloss black trim piece on the hood is hyper reflective and destructive while you're driving but these are tiny little things the drivability this is the the smoothest riding tundra or truck toyota's ever built it glides over most pavement types the adaptive suspension on the upper trim level does a good job between spreading into that comfort mode for just very soft ride to going to sport plus where it firms it up with the changes in suspension and the frame design it's just a smoother it's an suv ride versus a truck ride the acoustic laminated glass in the front the sides give it a quiet driving experience even though this is a giant building on the road and there's just enough space in the back seat even with the battery pack under the seats where it's completely usable comfortable on the back and again there are so little things to complain about and in terms of the hybridization feature this to me is a great idea because they're taking a very simple electric motor that's going to be reliable and giving you the extra power you need for towing to smoothing out that turbo transition to giving you some electric only crawl ability when you're in traffic to improve fuel economy it gives you all the torque so it when i said it is fast it feels fast for how big this thing is for an internal combustion product the 10-speed automatic is the best thing that the best transmission toyota's ever done and i'm sure they're going to improve tuning but on this truck almost no issue from transition from just electric assist to start stop all of that is really well sorted out and then the choice of the battery technology going to an air-cooled battery that's on the inside part of the car you don't have the complexity of trying to cool that and all the things that go along with it in terms of replacement cost is going to be way easier getting to the battery pack when you need to to replace it potentially in 10 to 15 years there's a lot of thought given here again too trying to make this as reliable as possible i hope that the engine works well and it stays working well and it maintains that reputation of being something that people can keep long-term and the residual values are strong but as it stands this is a really good first attempt at the new tundra thanks for watching i'll see you next video you\n"