Despite its 14-year-old platform, the current Toyota Tundra continues to sell well. Launched for the 2007 model year, the Tundra has only received a few updates to keep it fresh, but people keep coming back thanks to the fierce loyalty of many Toyota truck owners. Even so, the thirsty 5.7-liter V8 and dated tech seem prehistoric compared to the Ford F-150 and Ram 1500, so Toyota has returned to the drawing board on the 2022 Toyota Tundra.
Running on a new chassis and featuring two V6 engine options only, the 2022 Tundra is a significant change from the outgoing truck, which in its later years offered only V8 horsepower. It’s not since the 1997 T100 had a full-size Toyota that avoided a V8 engine option, but unlike that slightly underpowered pickup from the ’90s, the 2022 Tundra has power to spare. The base engine is a 3.5-liter twin-turbo V6 producing 389 horsepower (290 kilowatts) and 479 pound-feet (649 newton-meters), while the i-Force Max hybrid engine adds an electric motor to the automatic transmission at 10 speeds. for a staggering 437 hp and 583 lb-ft (326 kW and 790 Nm).
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Nice rugged appearance (from most angles)
The new pickup sports a sharp new styling that gives the Tundra a more conventional and muscular look than before. A longer dashboard ratio and squarer roofline do away with some of the clutter of the old truck, but the big news – literally – is a massive grille that is visually tied to the ground via a shaped radiator shell. C, with a blackout panel on the bumper giving the truck a gaping mouth. Not everyone is convinced by this style element, and some of us prefer the look of the 1794 Edition, which gets a chrome bumper to break up the sea of black up front.
Chiseled wheel arches add some visual interest to the side profile, as does an integrated rear bumper that abandons the more traditional separate steel unit. Toyota wanted to give the new Tundra a dose of modernity via blackened A and B pillars, which give the greenhouse a glass roof appearance and highlight its large and wide windows. As before, the Tundra CrewMax will offer a rear window that lowers into the bulkhead, while the Non-Extended Cab Double Cab will feature a horizontal slider.
Speaking of which, every 2022 Tundra will be either a Double Cab or a CrewMax, with no regular cab available. The CrewMax defaults to a 5.5-foot bed, but buyers can opt for the 6.5-foot bed that comes standard with the Double Cab – this model also offers an 8.1-foot bed. Both body styles feature four forward-opening doors, a feature the previous-generation Tundra developed in 2007 for easier access to the cabin.
Inside, current Tundra customers will certainly appreciate the truck’s impressive sightlines and decently low dash, although they may be shocked at the amount of technology on offer. The base infotainment system measures 8.0 inches (up from 7.0 inches on the older Tundra), but higher-end models will have a 14.0-inch touchscreen mounted high on the dashboard. In addition, it is finally abandoning Toyota’s terrible infotainment software in favor of a new technology suite that is much more intuitive and responsive. Apple CarPlay and Android Auto are standard on all models, and enhancements such as built-in Amazon Music and Apple Podcasts will be available.
Styling wise, the interior looks clean and attractive, with a thick piece of metal trim across the width of the dashboard to visually support the HVAC vents and infotainment system. There’s plenty of space in the front row for things and people, with a deep center console providing space for a laptop, purse, or other everyday accessories. Side-by-side cup holders and a vertical wireless charging cradle give everyone a place to sit, keeping the front row organized. Rear passengers aren’t so lucky, with apparently less rear headroom than before thanks to an optional panoramic sunroof – legroom seems excellent all around, however.
More capable than ever
With an early Tundra fully boxed frame and multi-link coil spring rear suspension, the base engine offers a maximum payload of 1,940 pounds and a maximum towing capacity of 12,000 pounds – the 2021 Tundra could haul 1,730 pounds or tow 10,200 pounds. pound sterling. However, despite its better horsepower and torque figures, the 2022 Tundra lags behind the Ford F-150 (which can carry 2,230 pounds or tow 14,000 pounds), Chevrolet Silverado 1500 (2,280 and 13,300 pounds, respectively) and Ram 1500 (2,320 and 12,750 pounds, respectively).
|Power (HP)||Torque (LB-FT)||Towing capacity (pounds)|
|Toyota Tundra 2021||381||401||10,200|
|Toyota Tundra 2022||389||479||12,000|
|2022 Toyota Tundra Hybrid||437||583||N / A|
|Ford F-150 PowerBoost 2021||430||570||12,700|
|2021 Ram 1500 V8 eTorque||395||410||12,750|
Down and dirty
According to Toyota, that’s because its truck buyers are less impressed with the maximum number than with the everyday usability, reliability and off-road capability. To that end, the automaker is not allowing its flagship Tundra TRD Pro to rest on its laurels, giving it 2.5-inch internal bypass Fox shocks with stacked reservoirs and TRD-tuned springs for lift. 1.1 inch. A unique TRD stabilizer bar and expansive underbody skid plate accompany the ride, along with a standard LED front light bar, ramp control and multi-terrain selection. Digital camouflage accents appear on the seat centers and wheel arches for a bit of flair.
The hybrid engine will be standard on the TRD Pro, which suits us perfectly since the electric motor should provide a nice boost of torque at low revs in off-road conditions. The i-Force Max powertrain will also be available on Limited, Platinum, and 1794 Edition trims, while base SR and mid-level SR5 trims will only get the non-hybrid turbocharged V6. A TRD Off-Road package will also be available on most trim levels, with Bilstein monotube shocks, Crawl Control and Multi-Terrain Select.
Every 2022 Tundra will come standard with Toyota Safety Sense 2.5, the automaker’s latest line of active safety and driver assistance systems. The TSS 2.5 features automatic emergency braking with pedestrian and cyclist detection, intersection turn assist that monitors oncoming traffic, blind spot monitoring, rear cross traffic alert and high beam headlights automatic. With standard adaptive cruise control and active lane centering, the Tundra should be as comfortable on a long highway drive as its predecessor, which boasted a smooth, quiet ride.
Even more impressively, the Tundra packs all of these features into every trim, including the base SR. Most competitors, like the Ford F-150, Chevrolet Silverado 1500, and Ram 1500, require upgrading or checking a radio button for active safety and roadside assistance. conduct. Only the Nissan Titan comes close, with standard automatic emergency braking and crash monitoring, although it charges more for adaptive cruising and other driver assistance features.
When, where and how much?
The 2022 Toyota Tundra is still a few months away from its market launch, expected at dealerships by the end of the year. Sadly, the automaker isn’t ready to announce pricing or specifications like i-Force Max ground clearance and towing capacity, but we’re reasonably confident the truck won’t be much more expensive than its predecessor. Expect a basic SR 4×2 costing around $ 36,000, with the SR5 CrewMax 4×4 volume costing around $ 45,000. A fully loaded TRD Pro or 1794 Edition should cost around $ 60,000 with each box checked, delivering the best horsepower and torque in the segment.
We’ll know more about the Tundra in the coming months, and we’re excited to get behind the wheel and try out the new rigid platform, multi-link rear suspension and turbocharged powertrains. While it probably won’t upset the Ford F-150 as a full-size King of the Hill, the new Tundra should be very good at keeping loyal customers happy while also inviting a few more buyers into the fold.