In 2007. That's how long before the current Toyota Tundra was launched, minus the 2014 update. During that time, it retained a smaller but loyal fan base who tended to complain-in all things-that the odometer was not high enough. Now, the next generation of 2022 Toyota Tundra has finally come out. It adopts a new design, a new high-strength box-shaped steel frame, a smoother multi-link rear suspension, a composite bed and the top hybrid twin-turbocharged V6 transmission available. system.
Toyota even repurchased a 1 million-mile Tundra from a customer when designing a new model to figure out how to provide more of what its biggest fans wanted: that is, a carefully selected pickup truck could hardly be used. Kill.
Therefore, there are many proven technologies and ideas in the new Tundra. Aluminum-reinforced composite beds have become a popular feature on Tacoma due to their durability and corrosion resistance. Similarly, the hybrid system uses nickel metal hydride (NiMH) batteries instead of new lithium-ion batteries, the battery technology Toyota has been improving since the first-generation Prius.
However, there are many novelties, including a new infotainment system with a usable 14-inch screen, integrated light bars in the TRD Pro grille, and thoughtful upgrades to the truck's full-line aerodynamics. After the engineers noticed a significant difference in the way the air moves around Tundra when towed and when not towed in the wind tunnel, different principles of active aerodynamics are used depending on how you use Tundra. For Pete's sake, the tailgate even has a subtle lip-shaped spoiler.
All new Tundras are equipped with Toyota's new twin-turbocharged 3.5-liter i-Force V6, which has a power of 389 horsepower and a torque of 479 pound-feet. Compared with the upcoming V8, this not only has more power (8 horsepower) and more torque (78 pound-feet), but Toyota claims it is also more efficient. We will have to wait for the new EPA data, but given that the V8’s sluggish fuel economy is one of the current Tundra’s biggest shortcomings, there is plenty of room for improvement.
The new engine is a 24-valve, double overhead camshaft, chain-driven V6 engine with a dual VVTi system (Toyota’s variable valve timing version) and an aluminum cylinder block. It also uses an intercooler to lower the turbine temperature. Cooling is the main focus of engine design. The use of a two-layer water jacket design and additional machined cross-channels is designed to maximize the coolant flow and thus improve reliability.
Engine compartment, Tundra Limited.
The most efficient power transmission system is also the most powerful power transmission system. The hybrid i-Force Max version of the Tundra drivetrain remains the same V6, but a motor generator with a clutch is added to the bell-shaped housing between the engine and the gearbox. This additional motor boosts the entire system to 437 hp at 5,200 rpm and produces 583 lb-ft of torque at only 2,400 rpm, the latter being particularly suitable for traction and off-road use.
Tundra is even able to drive some pure electric vehicles, even though the gasoline engine starts automatically at speeds exceeding 18 mph. Start-up, pure electric drive, energy regeneration and electric assist are all completed through a parallel hybrid power system.
The tried-and-tested 288-volt sealed Ni-MH battery for the hybrid system is neatly tucked under the rear seat. According to a Toyota representative interviewed by The Drive, full-size trucks do not need to switch to the additional packaging advantages of more compact lithium-ion batteries. They also touted it as a sustainable option, because their NiMH hybrid batteries have established a recycling process once they reach the end of their service life-which is still an expensive challenge for lithium-ion hybrid batteries.
Non-hybrid trucks have an enclosed storage area under the rear seats.
Both engines are paired with a 10-speed electronically controlled automatic transmission, which has a sequential shift mode, different shift logic for uphill and downhill driving, and two traction/traction driving modes.
The regular trailer/trailer mode is suitable for lighter trailers and will only increase throttle response. Tow/Haul further improves the throttle response to adapt to larger loads. With a hybrid powertrain, the traction/traction will also deactivate the start/stop and keep the electric motor in continuous use, thereby providing additional acceleration and torque to further compensate for whatever you are traction.
The new Tundra now has a maximum towing capacity of 12,000 pounds (17.6% higher than the old Tundra) and a maximum payload capacity of 1,940 pounds (11%)-these figures can now compete with similar-sized half-ton pickup trucks for General Motors, Ram and Ford. Tundra has always existed outside the statistical wars of the Big Three, because work trucks usually provide the highest numbers, and Toyota has not matched it anyway. In the pre-release preview activities, Toyota representatives have always referred to Tundra as a "premium trailer experience", which can meet the needs of more enthusiasts and outdoor enthusiasts.
These good specifications are due to many improvements under the sheet metal, including high-strength, full-box steel ladder frame and a completely redesigned multi-link rear suspension. According to Toyota, the steering full-box frame makes this Tundra stronger than current trucks, thereby increasing its capabilities. The rear frame parts have also been widened to help improve stability, whether you are towing or not. The size of the new frame beam has more than doubled to increase rigidity and support. The steering gearbox has also added a new beam to improve handling dynamics.
If you want more comfort, choose a limited or higher interior, where the cab is mounted to the frame through a hydraulic cab mount.
Toyota clearly hopes that the Tundra will not drive and ride "like a truck", and the new frame is not the only reason why the company can improve the driving quality of the new Tundra. The new Tundra's multi-link rear suspension changes its leaf springs to coils, which brings better handling dynamics and a more stable and comfortable riding experience. The front part also uses a new double wishbone design to improve Tundra's high-speed and straight-line stability. Body roll and roll steering have also been reduced to make the truck more stable when turning.
At the same time, the improvement in traction and payload capacity is mainly due to the new frame and suspension design. The shock absorber is moved to a more effective position outside the frame rails for better roll damping and traction performance. The new suspension has a lateral control arm to further enhance the lateral rigidity.
It is not a pickup without a bed. Toyota's aluminum reinforced composite bed design is enough to make Tacoma its big brother. It is lighter and less corrosive than the steel bed that Tundra had in the past, and it is more durable than a pure aluminum bed. Oh, if you need something on the bed in the cabin, the entire rear window will slide down for easy access. If you only want to use the tailgate, there is a cool crash switch on the driver’s side taillight, which you can push with your elbow to lower the tailgate.
There are many other improvements under that bed and body, and they should help straighten out any content you want to send. Tundra comes standard with dual-tube shock absorbers, triple oil seals and extended dust covers, steel-reinforced ball joints, and new aluminum forged knuckles that are stronger and lighter than current models.
TRD off-road kit is suitable for SR5, Limited and 1794 models, including upgrades to single-tube Bilstein shock absorbers, TRD grilles, TRD off-road suspension, mudguards, skid plates, TRD wheels and leather shift knobs, and 4x4 models The rear differential is electronically locked.
The TRD Pro decoration for off-road is also returning for the new generation. Tundra TRD Pro is equipped with a 2.5-inch diameter Fox internal bypass shock absorber, which adds 1.1 inches of lift to the front of the truck. Piggyback reservoirs provide extra oil for shocks to keep them performing well on longer, rugged terrain. Even the Fox suspension fluid itself has been upgraded to a PTFE-infused fluid, designed to reduce friction and ride more comfortably on the sidewalk.
TRD Pro models are also equipped with front stabilizer bars, sturdy TRD aluminum front skid plates, Falken all-terrain tires and additional underbody protection. Oh, and some TRD Pro suspension parts are painted red because they are easier to see with the extra boost.
TRD Pro and trucks with TRD Off-Road kit are equipped with a series of extra features suitable for off-road use. Multi-Terrain Select is exactly what it sounds like: let you choose the type of terrain you are on so that the truck can better control the wheel rotation. Crawl Control allows the driver to choose from five different crawling speeds, and the truck can automatically maintain these speeds, allowing the driver to focus on turning through obstacles. Downhill Assist Control works very similarly because it limits Tundra's speed during tricky descents.
Tundra also provides a new air suspension system at the rear of some trim parts, which has automatic and manual leveling and high, low and normal height settings. The high mode is suitable for off-road driving below 18 mph. It also reduces the roll stiffness, so the truck can better maintain traction on off-road obstacles. The low altitude can be used below 8 mph and is designed to aid in loading and unloading. It can also adjust the load on its own when towing to find the right height.
Another option is the new adaptive variable suspension system, which is a solenoid valve-based system that uses the built-in actuator of the shock absorber itself to continuously adjust the damping force according to the road conditions. This helps to make the ride as smooth as possible, even in trash potholes.
Thankfully, Toyota’s new interior retains a large number of buttons for the most commonly used functions in the interior, including stereo volume knobs and all the HVAC controls you might want. It includes a standard 8-inch or larger 14-inch front and center touch screen, and a new user interface that is more reminiscent of a tablet. The 14-inch screen has a two-finger zoom function and higher resolution.
Apple CarPlay and Android Auto are standard features of the new infotainment system, as are wireless updates to keep it up-to-date and run smoothly. The system is also equipped with a smart assistant, you can use voice control for navigation, audio, etc., including phrases like "Hey Toyota" to wake it up. Tundra also provides Wi-Fi Connect, which can turn a truck into a 4G hotspot that can accommodate up to 10 devices.
The new Tundra is also equipped with a number of new camera angles that provide a 360-degree omni-directional viewing angle to make towing and parking easier, and is also equipped with a rear-view mirror camera. The available 14-inch touch screen unlocks more views, namely a multi-terrain monitor and a panoramic monitor, the latter is a complete top view of the truck, suitable for trailers lining up or checking cargo. The multi-terrain monitor is equipped in the TRD Pro interior and the TRD off-road package, which adds a button to display the front, side and rear views of the truck on the display for easier navigation of obstacles.
The trailer is a major focus of the upgraded Tundra. The truck has received new power extensions and folding tow mirrors. These mirrors are taller, more heated and contain additional curvature to extend the driver's rear vision. These new rearview mirrors also have rear-facing LED trailer lights to help you see the items to be hauled in low-light situations. The new Tundra also has an integrated trailer brake controller, a trailer retreat guidance system that can help you reverse, and a straight-line assist system that can reverse in a straight line when needed. Its blind spot monitor-part of the standard Toyota Safety Sense 2.5 driver assistance package on all new Toyota cars-is even calibrated to watch for additional blind spots around any objects you are pulling.
Panoramic roof, heated and ventilated front seats, heated steering wheel and rear awning are options you can specify. One of the best looking options is the 12.3-inch thin-film transistor display, which replaces the traditional instrument cluster with a customizable digital display.
The new Tundra will be available in two four-door versions-a double cab and a longer CrewMax. Buyers of double cabs can get a 6.5 or 8.1 foot bed, while CrewMax can get a 5.5 or 6.5 foot bed. You can get it in two-wheel and four-wheel drive, with a familiar range of interior levels, from the most basic to ultra-luxury: SR, SR5, limited edition, platinum edition and 1794 edition. TRD Pro is the top version and only provides hybrid i-Force Max power system.
Pricing has not yet been announced, but as the 2022 Tundra will go on sale later this year, we will know soon.
Is there a price list or other tips for the new truck? Leave us a message: tips@thedrive.com.
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