Tundra Hybrid vs. F-150 Hybrid: Toyota Wins Torque, Ford Wins Towing, MPG and Power

Toyota priced the 2027 Tundra this week, and the configurator settles something the reveal left open: the 437-hp i-FORCE MAX hybrid is still an option, not the base engine. The gas twin-turbo V6 remains standard, the hybrid now comes only with four-wheel drive, and the cheapest way into one is a $65,285 Limited, as we broke down in our 2027 Tundra pricing story. That puts it squarely against the only other full-size pickup you can buy with a full hybrid system today: the Ford F-150 PowerBoost.

Ram's range-extended 1500 is still a 2027 promise, and the redesigned Silverado and Sierra went back to V8s and a diesel with no hybrid at all. So for anyone who wants electric assist in a half-ton this winter, the shortlist is two trucks long. Here is how they line up on the numbers that matter, with 2026 Ford figures where Ford hasn't published 2027 prices yet.

The numbers side by side

Toyota's prices come from the 2027 build-and-price tool and include the $2,195 destination charge. Ford opened 2027 F-150 orders in September but hasn't issued a price list, so the Ford column uses 2026 pricing; the hybrid hardware carries over unchanged.

Price: Ford gets you into a hybrid for about $8,600 less

Toyota has quietly made the hybrid Tundra more expensive to reach. For 2026 you could order a Limited i-FORCE MAX with rear-wheel drive; for 2027 the hybrid is 4x4 only, and the Limited hybrid lists $7,300 above the gas Limited. Part of that gap is the four-wheel drive itself, but the result is a floor of $65,285 before a single option.

Ford still sells the PowerBoost on a work-grade STX, and even the XLT hybrid undercuts the cheapest Tundra hybrid by roughly $4,500. The flip side, as our hybrid pickup payback ranking showed, is that the PowerBoost is also the priciest hybrid to justify against its own gas twin: it costs several thousand dollars more than a 3.5-liter EcoBoost in the same trim, so the fuel math takes a decade.

Towing and payload: the F-150 pulls more, carries more

Toyota's 12,000-pound headline belongs to a gas SR5 with two-wheel drive. The hybrid trucks sit lower, topping out around 11,175 pounds on the 2026 charts, and a loaded Capstone drops to about 10,340. Ford rates the PowerBoost at 12,400 pounds as a 4x2 and 11,600 as a 4x4, with up to 2,045 pounds of payload. Both ratings depend on cab, bed, and axle, so the door-jamb label on the exact truck governs.

Where Toyota pulls ahead is the software around the hitch. The 2027 truck measures a hitched trailer with its rear radars and camera, then stretches blind-spot coverage to the trailer's length, adds a towing version of Lane Tracing Assist, and gives the backup guide semi-automated steering and jackknife warnings. Ford's answer is hands-free: as we covered in our look at the 2027 F-150's BlueCruise towing, the F-150 can now run BlueCruise with a trailer attached on prequalified divided highways, with a 10,000-pound trailer cap and a subscription. Toyota's system is standard equipment; Ford's convenience is a recurring bill.

Fuel economy: three mpg is real money at $4 gas

The PowerBoost is the most efficient full-size truck on sale, at 23 mpg combined with four-wheel drive and 24 as a 4x2. The 4x4 Tundra hybrid is rated at 20, and because Toyota dropped the thriftier rear-drive hybrid for 2027, that is the only number that applies now. Over 15,000 miles a year at roughly $4.10 regular, the gap is about $400 a year in Ford's favor. It also means the Tundra hybrid barely beats its own gas V6, which is rated at 19 mpg combined as a 4x4.

That matters more this winter than it did last year. GM's new Silverado V8s are reportedly rated 1 to 2 mpg below the engines they replace, as we reported in our story on the 2027 Silverado's fuel economy, so the two hybrids are also the two most efficient gas-fed half-tons you can order.

The generator is Ford's trump card

Ford's 7.2-kW Pro Power Onboard turns the PowerBoost into a job-site or campsite generator, with 240-volt output and enough capacity to run a welder or a space heater overnight. Toyota offers a 2.4-kW inverter. For contractors, overlanders, and anyone who has lived through a multi-day outage, that single line in the table decides the comparison.

Warranty and what else Toyota gets right

Both companies cover hybrid components for 8 years or 100,000 miles. Toyota goes further on the battery, to 10 years or 150,000 miles, and throws in a year of scheduled maintenance. The Tundra also carries a 2026 IIHS Top Safety Pick that the F-150 can't match, mostly because the Ford's updated moderate-overlap result is Poor. And the 2027 Tundra's 14-inch screen, 12.3-inch cluster, built-in dash cam, and standard trailer hitch are all included at the SR price.

Neither truck faces import tariffs: the Tundra is built in San Antonio, the F-150 in Dearborn and outside Kansas City.

Which one should you buy

Buy the F-150 PowerBoost if you tow heavy, want the 7.2-kW generator, or simply want a hybrid half-ton for less than $60,000. It pulls more, carries more, uses less fuel, and comes in cheaper trims. The caveats are a Poor IIHS crash grade, a hands-free towing feature that costs extra every month, and a 2027 price list Ford hasn't shown yet; if you can wait for it, our Ram 1500 vs. F-150 vs. Silverado breakdown lays out what the gas trucks cost now.

Buy the Tundra i-FORCE MAX if you want the most torque in the class, the longer battery warranty, the better crash rating, and a towing-assist suite that comes with the truck rather than with an app. Just go in knowing that the hybrid is a $65,000-plus proposition in 2027, that it will not save you much fuel over the gas Tundra, and that Toyota still owes buyers 2027 EPA ratings and payload charts before trucks reach dealers this fall.