Being able to scale a rock-strewn hillside just isn’t enough. A truck needs to look the part too. At least that’s what the current crop of off-roader pickups would imply, as simple packages have given way to separate model variants with unique styling to go with their upgraded go-anywhere equipment. The 2025 Toyota Tundra TRD Rally is the latest such example, as it builds upon the existing TRD Off-Road package with simple yet effective visual upgrades.
Photo: James Riswick
True, the upgrades don’t quite go as far as those of the similarly priced Chevrolet Silverado 1500 Trail Boss, Ford F-150 Tremor, or Ram 1500 Rebel (its overall design is the same and lacks tow hooks, for example), but the Toyota’s liberal application of yellow-orange-red striping is surprisingly effective. “That’s a cool truck,” I heard more than once during my week with the TRD Rally. Apparently, a truck doesn’t need to look mean and macho to be considered cool.
The addition of the TRD Rally is one of the only changes made to the Tundra lineup since Toyota introduced it for the 2022 model year. The trucks JD Power reviewed occupy the upper rungs of the current Tundra trim level ladder: the ultra-luxurious Capstone and pricey off-roading TRD Pro. Both come with the i-Force Max hybrid performance engine upgrade and loaded cabins with fancier materials.
The TRD Rally, by contrast, is technically an equipment package applied to the lower SR5 trim (one of seven, which also includes the SR, Limited, Platinum, 1794 Edition, TRD Pro, and Capstone) powered by the base twin-turbocharged V6 engine. With a thoughtful collection of creature comforts included alongside its mechanical upgrades, it represents a mid-grade option within the Tundra’s overall price range, spanning from the low $40,000s to the $80,000s, including the destination charge.
For this review of the 2025 Tundra, Toyota provided a test vehicle equipped with SR5 trim (plus the CrewMax cab and 5.5-foot bed) and the TRD Rally package. The TRD Rally may be new for 2025, but it technically consists of features already available in several still-on-sale packages.
This includes the SR5’s TRD Off-Road package (Bilstein shocks, all-terrain tires, an electronically controlled limited-slip differential, Multi-Terrain Select off-road drive modes, and Crawl Control), the TRD Off-Road Premium package (all that plus dual-zone automatic climate control, heated power front seats, and SofTex simulated leather upholstery), and several (but not all) features from a pair of technology packages that includes a 14-inch touchscreen, parking sensors, power outlets in the back seat and pickup bed, and a multi-angle camera system.
For several hundred bucks more than adding all the above a la carte to an SR5 by way of the Advanced Off-Road Technology and Premium Audio packages, the $8,660 TRD Rally package adds its unique tri-color motif and a TRD sport exhaust. Whether you opt for the TRD Rally or create your own TRD Off-Road, minus the stripes, you’re looking at approximately $10,000 less than a TRD Pro, which features unique style and mechanical upgrades alongside its standard hybrid powertrain.
The test vehicle's manufacturer's suggested retail price (MSRP) was $62,442, including the $1,945 destination charge to ship the truck to your local dealership from the San Antonio, Texas, assembly plant.
Photo: James Riswick
Without the revised front ends of rival trucks, complete with better approach angles and tow hooks, the TRD Rally lacks the unmistakable appearance of an off-roader. There’s also something about its black fender flares that makes it look lower to the ground than it is. Even its Michelin LTX Trail all-terrain tires don’t look as extreme as those found on a Trail Boss, Tremor, or Rebel.
Looks can be deceiving, though. It’s ultimately all those mechanical and technology upgrades from the TRD Off-Road that mattered as I ventured off my mountain road handling route and onto the actual mountain. I traversed a nasty downhill portion of the trail with body-twisting, bumper-crunching gullies without slipping, scraping, or crunching. I then repeated the process uphill and continued to a steeper section of trail with looser dirt. Again, no problem.
At this point, the TRD Rally had gone everywhere I had taken a Ram 1500 Warlock (basically a Rebel without the tech aids) three weeks prior, so I threw an even greater challenge at it: a 50-degree grade of loose dirt and deep, dried-out water channels that I probably wouldn’t have walked up. I’ve never attempted it in anything before, but what the heck?
I put the TRD Rally in four-wheel-drive (4WD) Low, engaged the Multi-Terrain Select (MTS) Dirt mode, kept an eye on the excellent forward camera system, and set off. It struggled with traction at points (MTS uses the brakes to prevent slippage), but it kept chugging up the hill. I can’t know exactly how it would compare to its rivals without them being there at the same time, but still, color me impressed. There’s nothing more I’d try to accomplish off-road without a spotter and/or winch on hand.
Photo: James Riswick
This is also JD Power’s first time testing a Tundra with its standard twin-turbocharged 3.4-liter V6 that produces 389 horsepower and 479 pound-feet of torque. That’s a gutsy amount. While it may not have as much horsepower as the Ford F-150’s V8 or Ram’s new turbo-six, it outperforms them both in terms of torque. It beats the Silverado’s turbo-four and 5.3-liter V8 on both counts. With 400 hp, Ford’s turbocharged six-cylinder engine is the output king in this sub-segment.
Like those other turbocharged six-cylinders, Toyota’s is impressively smooth and torque-rich. I never missed the tell-tale roar of a V8—I’d much rather have the greater performance, thank you very much. I also didn’t miss the Tundra’s hybrid performance upgrade (437 hp, 583 pound-feet), which outdoes even the above-mentioned Ford. Maybe that would be different if I did a lot of towing, but the Tundra’s standard engine is more than enough.
Fuel economy is nearly identical: an EPA-estimated 19 mpg combined with the standard V6 and 4WD; 20 mpg combined with the hybrid and 4WD. I managed a paltry 14.5 mpg in the TRD Rally in 133 miles of mixed driving, which is about what I got in a hybrid-equipped Tundra Limited. At least there’s no efficiency penalty for opting for the performance upgrade, but don’t choose the hybrid for fuel economy purposes.
On the road, I found that the TRD Rally rode much better than past Tundras I’ve tested with 20- and 22-inch wheels; there was less impact harshness and fewer busy body reactions over bumps. The TRD Pro’s unique suspension could yield an even better ride, but it’s hard to determine without conducting back-to-back drives. In general, however, the Tundra’s suspension lacks the ride and handling sophistication of the Ram 1500, particularly with its rear coil spring suspension.
Photo: James Riswick
The interior differences between the TRD Rally and TRD Pro aren’t particularly significant. Both trucks feature padded and stitched SofTex upholstery on the door sills and armrests, as well as the same red-accented TRD steering wheel and shifter. The Pro features some carbon-fiber-looking trim and camo-print SofTex upholstery, while the Rally counters with its tri-color motif on piano-black trim and inlaid within the SofTex seat material.
The Pro does have more equipment, including a heated steering wheel, ventilated seats, wireless phone charging, and an all-digital instrument panel (versus the Rally’s analog gauges). Still, the Rally’s extras (mostly shared with the TRD Off-Road Premium) appear as a well-chosen selection of upgrades over the SR5, which should tick the must-have boxes of many shoppers.
Standard on the TRD Rally (it’s an option on the TRD Off-Road Premium) is the Tundra’s range-topping 14-inch infotainment touchscreen. Found in many Toyota and Lexus models, I wouldn’t say this is my favorite tech interface (there are some quirks in the radio and navigation interfaces), but its clean graphics, relatively simple menu structure, and standard wireless Apple CarPlay and Android Auto make it generally user-friendly.
The TRD Rally also features Toyota’s comprehensive collection of advanced driver assistance systems (ADAS). It doesn’t offer hands-free highway driving like the Ford F-150 Tremor and Ram Rebel. Still, the hands-on steering assistance of its adaptive cruise control did a good job of keeping the truck centered in its lane while maintaining a tight enough distance from vehicles ahead. The truck also didn’t bother me with constant beeping from the various other safety systems.
Photo: James Riswick
Sure, the TRD Rally is essentially an appearance package applied to existing packages, but combining them all with a unique look for a minimal cost still seems like a bright idea. Furthermore, when compared to the above-mentioned competitors on cost, it remains a very good value in terms of price, equipment, performance, and off-road capability. I also think it mitigates some of the desire to step up to the TRD Pro.
James Riswick has been testing and reviewing cars since 2007, serving as an editor at Edmunds.com and Autoblog. He has also contributed to Autoguide Magazine, Autotrader, Capital One Auto Navigator, Car and Driver, and Hagerty. He resides in Southern California and owns a 1998 BMW Z3, a 2013 Mercedes-Benz E350 Wagon, and a 2023 Kia Niro EV.
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