Despite its 14 year old platform, the current one is Toyota Tundra continues to sell well. The Tundra, which debuted for the 2007 model year, only got a few updates to keep it fresh, but people keep coming back thanks to the fierce loyalty of many Toyota truck owners. Nevertheless, the thirsty 5.7-liter V8 and the outdated technology look compared to the prehistoric Ford F-150 and Ram 1500, so Toyota went back to the drawing board on 2022 Toyota Tundra.
With a new chassis and two V6-only engine options, the 2022 Tundra is a marked departure from the previous truck, which only offered V8 power in its final years. Not since the 1997 T100 has a full-size Toyota ditched a V8 engine option, but somewhat underpowered in contrast to this one pick up from the 90s has the 2022 Tundra performance left. The base engine is a 3.5-liter twin-turbo V6 delivering 389 horsepower (290 kilowatts) and 479 pound-feet (649 newton meters), while the hybridized i-Force Max engine adds an electric motor to the 10-speed automatic transmission for incredible 437 hp and 583 lb-ft (326 kW and 790 Nm).
save over $3,400 on average from RRP * for a new one Toyota Tundra
Tough, good looks (from most angles)
The new pickup carries sharp new styling this makes the tundra look more conventional and muscular than before. A longer dashboard-to-axle ratio and a more angular roofline take some of the stupidity of the old truck, but the big news is – literally – a massive front grille that is visually connected to the floor via a C-shaped radiator shell with darkening panel on the Bumper that gave the truck a gaping throat. Not everyone is convinced of this styling element, and some of us prefer the look of the 1794 edition, which gets a chrome-plated bumper beam 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 gives up the more traditional separate steel unit. Toyota wanted to give the new tundra a pinch of modernity with darkened A- and B-pillars, which give the greenhouse a canopy look and emphasize its large, wide windows. As before, the Tundra CrewMax has a rear window that slopes down into the bulkhead, while the double cab without an extended cab has a horizontal slide.
Speaking of which, any 2022 Tundra will either be a double cabin or a CrewMax with no regular cabin available. The CrewMax comes standard with a 5.5-foot bed, but buyers can opt for the 6.5-foot bed that comes standard with the double cabin – this model also offers an 8.1-foot bed . Both body styles have four front-opening doors, a feature the previous generation Tundra introduced in 2007 for easier cab access.
Inside, current Tundra customers will appreciate the truck’s impressive sight lines and decently low dashboard, though they may be shocked by the amount of technology on offer. The base infotainment system measures 8.0 inches (up from 7.0 inches on the old Tundra), but higher-end models get a 14.0-inch touchscreen that sits high on the dashboard. Additionally, Toyota’s terrible infotainment software is finally being ditched in favor of a new technology suite that is far more intuitive and responsive. Apple CarPlay and Android Auto are standard on all models, and improvements like built-in Amazon Music and Apple Podcasts will be available.
In terms of styling, the interior looks clean and attractive, with a thick piece of metal-colored trim running the full width of the dash to visually aid the HVAC fans and infotainment system. There’s plenty of front row space for things and people, with a deep center console that can accommodate a laptop, purse, or other everyday gear. Side-by-side cup holders and an upright wireless charging pad offer space to sit and keep the front row tidy. The rear passengers are not so lucky, with apparently less headroom in the rear than before thanks to an optional panoramic sliding roof – but the legroom seems to be excellent all round.
More powerful than ever
Thanks to a Tundra-first full box frame and multi-link coil-sprung 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 pull 1,730 pounds, or 10,200. pull pounds. However, despite its best-in-class power and torque figures, the 2022 Tundra pales in comparison to the Ford F-150 (which can tow 2,230 pounds or 14,000 pounds), Chevrolet Silverado 1500 (2,280 and 13,300 pounds, respectively). ) and Ram 1500 (2,320 and 12,750 pounds, respectively).
|Horsepower)||Torque (LB-FT)||Towing weight (pounds)|
|2021 Toyota Tundra||381||401||10,200|
|2022 Toyota Tundra||389||479||12,000|
|2022 Toyota Tundra Hybrid||437||583||N / A|
|2021 Ford F-150 PowerBoost||430||570||12,700|
|2021 Ram 1500 V8 eTorque||395||410||12,750|
Down and dirty
According to Toyota, this is due to the fact that its truck buyers are less impressed by the maximum number of units than by suitability for everyday use, reliability and off-road mobility. To that end, the automaker is not letting its flagship Tundra TRD Pro rest on its laurels, giving it 2.5-inch, internal-bypassed Fox shock absorbers with piggyback reservoirs and TRD-tuned springs for 1.1-inch travel. A unique TRD stabilizer and an extensive underbody protection coating are added for the ride as well as a standard LED front light bar, Crawl Control and Multi-Terrain Select. Digital camo accents add a bit of flair to the seat centers and the wheel arches.
The hybrid motor will be standard on the TRD Pro, which is fine with us as the electric motor should deliver a nice boost of torque in the lower range off-road. The i-Force Max drivetrain will also be available in Limited, Platinum, and 1794 Edition trim levels, while the base SR and mid-range SR5 will only get the non-hybrid turbocharged V6. A TRD Off-Road package will also be available for most trim levels, which includes single-tube Bilstein dampers, Crawl Control and Multi-Terrain Select.
Every Tundra 2022 comes standard with Toyota Safety Sense 2.5, the automaker’s latest suite of active safety and driver assistance systems. TSS 2.5 includes automatic emergency braking with pedestrian and cyclist detection, a turning assistant that monitors oncoming traffic, monitoring of the blind spot, a rear cross traffic alarm and automatic high beam. With adaptive cruise control and active lane centering as standard, the Tundra should be just as comfortable on long motorway journeys as its predecessor, which was characterized by a smooth and quiet ride.
Most impressively, the Tundra bundles all of these functions in every configuration, including the basic SR. Most competitors, such as the Ford F-150, Chevrolet Silverado 1500, and Ram 1500, require upgrading or checking an option box for active safety and driving assistance. Only the Nissan Titan comes close with automatic emergency braking and collision monitoring as standard, although it charges more for adaptive speed and other driver assistance functions.
When, where and how much?
The 2022 Toyota Tundra is still a few months away from its market launch, which will be at dealerships by the end of the year. Unfortunately, the automaker isn’t ready to reveal prices or specs like ground clearance and i-Force Max towing capacity, but we’re pretty confident the truck won’t be much more expensive than its predecessor. Plan for a base SR 4×2 that costs around $ 36,000 while the volume SR5 CrewMax 4×4 will cost around $ 45,000. A fully loaded TRD Pro or 1794 edition should cost around $ 60,000 with each box checked and boast the best power and torque in the segment.
We’ll learn more about the tundra in the months ahead and look forward to getting behind the wheel and trying out the stiff new platform, multi-link rear suspension, and turbo-charged drivetrains firsthand. While it probably won’t upset the Ford F-150 as the king of the full-size hill, the new Tundra should be very good at keeping its loyal customers happy while also inviting a few more buyers into the fold.