Is Ford’s F-150 Raptor That Much Better Than the Tundra TRD Pro?
Spoiler alert: Yes. The Raptor is better in almost every way.
When the Ford F-150 Raptor was introduced in 2010, it was in a class of its own. While off-road packages had existed for decades, most amounted to little more than a few stickers, a skidplate, and, if you were lucky, monotube shocks. The Raptor changed that with its wide-track, long-travel suspension, Fox internal-bypass dampers, and massive 35-inch BFGoodrich tires. What followed was a revitalization of sorts, with new and more capable competitors emerging from every corner of the pickup world. The good news for Ford is that most still fall short, even almost 14 years later.
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The most similar overall—on paper, at least—is Toyota's newest Tundra TRD Pro. We just so happen to have both a 2022 F-150 Raptor and a 2023 Tundra TRD Pro in our current yearlong test fleet. Our Raptor arrived with a base price of $71,320, just a touch higher than the Tundra's $70,315 but well within a comparable margin (both trucks receive significant price increases for 2024, with the Raptor starting at $79,975 and the Tundra TRD Pro at $73,980). They also both come equipped with Fox internal-bypass shocks, a twin-turbocharged V-6 engine (the Toyota's is also hybridized), oversized off-road tires, and a host of electronic traction aids. They would seem to be a match made in off-road heaven.
After spending months trying to get our schedules to align, we finally hit the trails with both the Raptor and Tundra for a bit of fun in the name of, um, work, with the goal of seeing just how different these two off-road pickups are.
They Both Have Fox Shocks
You'd be forgiven for thinking that since both the F-150 Raptor and Tundra TRD Pro come equipped with Fox branded dampers that they must be similar in performance. While the Tundra TRD Pro's shocks do share a bit with Ford's original first-generation Raptor, they are worlds different from those serving the current Raptor. The Tundra TRD Pro utilizes 2.5-inch-diameter internal-bypass Fox coilovers in the front and 2.5-inch remote reservoir shocks in the rear. The F-150 Raptor is fit with Fox's latest generation of 3.0-inch-diameter LiveValve internal-bypass dampers. These LiveValve shocks automatically adjust compression (and in 2024 rebound) damp in a fraction of a second.
Suspension travel is also less on the Tundra TRD Pro, as the company's flagship off-roader shares the same track width as lesser Tundras. Although Toyota has never offered official figures, our best estimate puts the truck at about 8 inches of travel in the front and 10 in the rear. By contrast, longer front control arms enabled by the latest generation Raptor's wide track suspension boasts 14 inches of front travel, while the new five-link coil-sprung rear suspension is good for 15 inches of travel. This difference becomes instantly apparent when the trail gets rough. Over the mildest bumps and dips, the Tundra rides quite well. Increase the speed, though, and things get weird in a hurry with the Fox shocks using every bit of available damping and much of the bump stops. By contrast, our Raptor easily shrugs off most obstacles, dispatching even moderately sized bumps and whoops at highway speeds.
The Ford continues to trounce the Tundra when it comes to the remaining off-road specs, as well, starting with its standard 35-inch BFGoodrich tires versus the TRD Pro's 33-inch Falkens. The Raptor also boasts a 31.0-degree approach angle and offers 12.0 inches of ground clearance as compared to the TRD Pro's 26.2 degrees and 10.9 inches. Both have an electronic locking rear differential, however the Tundra's is only useable in low range at low speeds, whereas Ford allows the Raptor's diff lock to be engaged in any mode and at any speed. The Raptor also comes fit with high-clearance front and rear bumpers along with robust recovery points, whereas the Tundra TRD Pro offers none of the above.
Electronic Off-Road Aids
Toyota made a big splash in 2008 when it introduced the first generation of Crawl Control on the 4Runner. The current Tundra has the latest generation of the traction-aid system. While this was novel 15 years ago and still functions well today, Ford's version just works better. The Raptor is equipped with Ford's Trail Control, which functions like Toyota's Crawl Control by taking over braking and throttle duties while on the trail. Trail Control works smoothly and allows for more detailed speed control than Toyota's system. Trail Control also offers one-pedal driving, should you find that appropriate for the terrain.
Toyota's Multi-Terrain Select drive mode system is very good, as well. However, Raptor's suite of drive modes is better. As we've covered, the Tundra's turning circle is atrocious, while the Raptor has Trail Turn Assist—ironically, a copy of a similar decade-old Toyota system that drags the inside rear tire off-road to reduce the turning radius. The Tundra's Multi-Terrain Monitor is good; however, its ultra-wide-angle forward view is rarely useful, and the camera lacks a washer. The Raptor's camera system may not offer as many different angles as the Tundra's, but it's far more useful on the trail.
Twin-Turbocharged Sixes
The Tundra TRD Pro and F-150 Raptor both come powered by a twin-turbocharged V-6 engine backed by a 10-speed automatic transmission. This is where the similarities stop, though. Under the Toyota's hood is the company's i-Force Max 3.4-liter hybrid V-6, which pumps out 437 hp and 583 lb-ft of torque on standard-grade fuel. The parallel hybrid system utilizes an electric motor sandwiched between the engine and transmission, which itself contributes 48 hp and 184 lb-ft of that output. The system allows the truck to drive short distances on electricity alone and occasionally shuts the gasoline engine off while cruising.
The F-150 Raptor, on the other hand, uses Ford's high-output 3.5-liter EcoBoost V-6 to produce 450 hp and 510 lb-ft and requires more expensive premium fuel. Despite being down 73 lb-ft, in our testing the Raptor is nearly a full second quicker (5.6 vs. 6.5) getting to 60 mph than the (only) 108-pounds-heavier Tundra. The Raptor isn't just better on paper, either. In real-world trail driving, the Tundra offers incredibly binary torque delivery; it's either all or nothing. This sudden burst of power quite often turns into wheelspin at the least opportune times.
The pendulum swings back in Tundra's favor, however, if it's towing and hauling that you're after. While Ford's Raptor is great at towing, because of its soft suspension, only carries a maximum trailer rating of 8,200 pounds, whereas the Tundra TRD Pro is the company's top model with a max tow rating of 11,175 pounds. Our Tundra also out-hauls our Raptor with its 1,484-pound payload capacity versus Raptor's 1,027 pounds. Unsurprisingly, the Tundra also gets better fuel economy with an EPA rating of 18/20/19 mpg city/highway/combined versus the Raptor's 15/18/16. This is shown in our testing as well, with our long-term Tundra TRD Pro averaging 15.4 mpg to the Raptor's 13.5.
More Class, Less Bro … Please
Both the Raptor and Tundra TRD Pro make a statement. The trucks are instantly recognizable from a distance, but for different reasons. The Ford wears wide fenders that cover its extended track width and sports BFGoodrich tires. It also sits taller than any other truck in the F-150 lineup and can be equipped with optional graphics and a unique tailgate applique. At night, the truck's now iconic grille-mounted marker lights immediately identify it as a Raptor. Inside, the Raptor gets premium materials and colors that are nearly as luxurious as the top-spec Limited trim. It's a truck that's just as at home in the dirt as it is in the valet line of a Michelin-star restaurant, and it provides a quiet and comfortable place to spend time.
Toyota, on the other hand, took the Tundra TRD Pro in a completely different direction. Despite being one of the most expensive models, the TRD Pro is very youth oriented. From its vibrant paint options to its extensive use of a digital camo pattern, the Tundra appears ready to not only party but be that friend who does donuts on the lawn and vomits in the pool. This vibe continues through the LED light bar, its unnecessary use of Raptor-esque clearance lights, and the polarizing fake V-8 engine noise pumped through the truck's speakers. Even the wide swaths of hard interior plastic and chunky buttons and knobs elicit memories of the Little Tikes Cozy Truck. None of which is bad, per se, just different.
You Probably Want the Raptor
Despite existing since 2015, when driven back to back with Ford's F-150 Raptor, the Tundra TRD Pro feels like a first draft. The TRD Pro would benefit from better shock tuning, it desperately needs larger tires, and the lack of recovery points is almost inexcusable from the TRD team. Rolling the digital camo and exterior LED lighting into an options package would go a long way for some, as well.
Anyone ready to drop more than $70,000 on an off-road pickup is going to be better suited by the performance, comfort, and class offered by the F-150 Raptor. Just skip the dorky graphics package.
For More on Our Long-Term 2022 Ford F-150 Raptor:
Jason Gonderman was born and raised in sunny Southern California and grew up with subscriptions to 4-Wheel & Off-Road, Four Wheeler, and many other off-road magazines. The off-road bug bit hard after a summer building up a Baja Bug with friends to drive in the sand dunes of Glamis (Imperial Sand Dunes Recreation Area). After that it was over and he bought his first 4wd vehicle, a 1999 Ford Ranger that eventually transformed into a capable desert pre-runner and back-country adventurer. Jason has logged thousands of miles off-road in many different terrains and vehicles. He has raced the Baja 1000, participated in the Ultimate Adventure, and covered Top Truck Challenge, Diesel Power Challenge, Real Truck Club Challenge, and many other big name events. When not behind the computer Jason can be found fabricating truck parts, shooting short-course off-road races, riding dirt bikes with his wife, or participating in any sort of other 'extreme' activity.
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