2022 Toyota Tundra – The long-awaited next generation of this pickup truck is finally about to come. The testing model has been around for some time and it looks like the new version will hit the market sometime late in the next year, as the 2022 Toyota Tundra. We all have big expectations for this redesign, given the fact that the current generation has been around for too long. The new model is about to come with all kinds of novelties, which will make it better is pretty much every aspect.
Toyota Tundra is old. How old? It’s so old, when it was introduced, the Dead Sea was getting sick. It’s so old, if you park one outside an antique shop, people will try to buy it. It’s so old, it was introduced in 2007. That is, uh, 14 years ago. The fact that Toyota still sells more than 100,000 Tundra a year is a testament to the effort it put into that mid-2000s resonance — a 38-hp V-8 was a killer then and still important now. But it’s (long gone) time for an upgrade, and so the 2022 Tundra gets a complete overhaul that Toyota puts on for another long production run. Maybe not 14 years this time.
2022 Toyota Tundra Pickup Truck
Of course, we are talking about things like the platform, chassis, suspension, engine lineup and similar things. The 2022 Toyota Tundra will also come with completely new styling, as well as a new, much better interior design. Still, the biggest and most anticipated novelty is definitely a new hybrid powertrain, which promises some really impressive numbers. As we’ve just mentioned, the new generation should hit the market late in the next year.
The V-8 is gone, leaving ancient Sequoia as the only Toyota V-8 left in the US. All Tundras are now powered by a 3.4-liter 3.4-liter V-6 coupled with a 10-speed automatic transmission. (Toyota, however, erroneously refers to it as a 3.5-liter.) Hybrid models, called the “i-Force MAX,” sandwich a 48-hp electric motor between the engine and transmission, with a small nickel-metal hydride battery mounted under the back seat. The standard configuration produces 389 horsepower and 479 pound-feet of torque. The muscular hybrid produces 437 horsepower and 583 pound-feet of torque. Only the entry-level part of the SR makes less power than the truck that comes out, with its tuned V-6 for 348 horsepower and 405 pound-feet.
HIGHS: Modernized interior, rear coil-spring suspension, turbo power across the board.
The other big hardware change has to do with the rear suspension, which is now a spiral-spring design. Optional air springs enable automatic load leveling, but can also be controlled manually, to lower the rear to facilitate loading or to raise it off-road. Which, given the fixed height of the first trip, means the Tundra can be the Carolina Squat itself.
The trim levels reflect the previous gene truck, starting with the SR base and SR5 volume model and climbing through the Fancier Limited, Platinum, and 1794 variants. The TRD Pro is now hybrid-only, but the unfortunate hybrid can build an SR5 that almost copies TRD Pro hardware. The new TRD Off-Road package includes TRD wheels and suspension (though not internal Fox-bypass front dampers pro and rear with remote tank), along with a rear differential lock – first time an electronic locker is offered in a Tundra. If you want to go in the opposite direction, there is also a TRD Sport package that lowers the travel height.
LOWS: No 4WD full-time system, no on-board generator for hybrid, air suspension only for rear axle.
The maximum payout is now 40 1940, and the tone of things shifts to a new solid aluminum-reinforced solid bed— “make the whole plane out of the black box” to approach the bed. However, Toyota still offers both a bed wheel and a bedliner spray as accessories. Why? Because a group of people want this. We will not say who, but they will be the ones making a bunch of money by selling you a bed for your bed. (They will also install a three-inch lift box, among a portfolio of other accessories.) These beds are available in 5.5-foot, 6.5-foot and 8.0-foot lengths, and Tundra buyers can now pair the crew cab with a 6.5 foot bed.
From the outside, the remodel of the Tundra is conservative, despite the huge shutters, with a certain resemblance to Silverado in the cabin, particularly with the blow from the top of the sheet at the bottom of the rear side windows. But inside, it’s a big departure from its predecessor. An 8.0-inch touchscreen in the center is standard, but every truck at the launch event had the optional 14.0-inch infotainment display. The navigation system is the most noticeable improvement, running a cloud-based system that will automatically save offline maps if you are heading to an area with spotty connections. There is also a virtual assistant “Hey, Toyota” who can understand queries and natural commands. One thing that is missing on both systems is a tuner button for stereo.
If you frequently listen to SiriusXM or terrestrial radio, this can be a big downside: the hard buttons on the steering wheel rotate through the presets, but not from channel to channel. Above the rearview mirror is the passage to roll under the rear window, which is nice for talking to hitchhikers traveling in bed.
We have not towed the Tundra, but its 12,000 pound max trailer rating is competitive with other half ton trucks. It also has a smart helper function. Walk around for a while with the trailer and the truck learns how to behave, then make possible a way where the truck drives the trailer straight in whatever direction it sets. This seems more useful than relearning how to turn a trailer, which is basically what Ford backup help requires.
With no central differential in any of the cuts, the default Tundra sidewalk mode is rear-wheel drive. So get a rear-drive truck with an open diff, 437 horsepower and 583 pound-feet of torque, and you have a recipe for mass burning. In our test, a TRD Pro hit 60 mph in 5.7 seconds, despite refusing to shift to redline (even in manual mode). A quarter mile is sent in 14.5 seconds at 92 mph. That’s fast, but there still remains 5.4 seconds zero-60-mph dash and 13.9-second quarter mile we saw from the Ford F-150 Powerboost hybrid, which also underpins the weight of the 6107-pound Tundra with 313 pounds. Fortunately, the rear of the tundra spring helps cover this three-ton with a sense of precision that was lacking in the 2021 model. The whole truck feels smoother and better at controlling its mass, like offspring as well as offspring. The result of 0.71 g skidpad of TRD Pro qualifies as worthy, given the all-terrain tires Falken Wildpeak AT3W of that model.
When it is time to withdraw the gas, the hybrid minimizes its electrified nature. Although it is recapitulating energy in slow motion, there is no display to show this, nor any power placement graphics in the Prius style. All it has is a gauge that shows how much muscle the electric motor is contributing, visibly paired with a similar one showing turbo boost. Where did that energy come from? Your tundra won it in a poker game, or shot it with a bow and arrow, because that’s what strong trucks do.
The fact that Toyota came up with the “i-Force MAX” as a euphemism for the “hybrid” is a clue that efficiency may not be the main objective here. We do not yet have EPA numbers for the hybrid, but the truck calculation itself from his trip computer put the mile similar to the hybrid, meaning high teens in mixed driving. We’ll assume the I-Force MAX gets 1 or 2 mpg in the city, but we doubt that makes the 22-mpg highway better for the 4×4 hybrid. The hybrid will go into EV mode at highway speeds, but with only 48 horsepower motivating a 6,000-pound truck, it doesn’t take much gas to wake the V-6.
The two engines are connected, assembling in some synthesized engine noises to provide a slight drama when digging deep into the gas. So, whether in Eco mode or Sport +, there is a noticeable growl when you report the accelerator. It’s not bad. And with the windows down, it occasionally picks up the sound of turbos going up.
Toyota Tundra Redesign
The upcoming redesign will bring all kinds of novelties. All of them will be significant, which is no surprise, considering that the current generation has been around for way too long, since 2007. Of course, one of the first things that come to mind is the platform. The Japanese manufacturer has developed a completely new architecture, called TNGA-F, which will bring significant improvements in all aspects. The new model will be lighter and more efficient, but the use of lightweight materials won’t affect performances. Moreover, the new chassis will be stiffer, so you may count on higher towing capacity as well, which is currently quite modest for the class.
Another aspect that needs to bring significant improvement is the ride quality. The current model isn’t particularly great in this aspect, but a good thing to know is that Toyota prepares a completely new suspension setup for the new model. This particularly refers to the rear axle, where the ancient leaf springs will finally be replaced. A solid axle will remain, but it is expected that higher trims will feature air suspension. On the other side, base models will probably come with coil springs.
Styling and Interior Design
Of course, a big part of the new model will be a new styling. As you may presume, it will be adapted to the company’s latest design language, so we count on a lot of influence from crossovers like RAV4 and Highlander, though there is no doubt that the new 2022 Toyota Tundra will come with the significantly bolder appearance and more rugged overall stance. Also, some reports suggest we might see a single cab layout in the offer once again. On the other side, Double and CrewMax models will definitely carry on in the same way.
Without any doubt, one of the most anticipated things for this redesign is a new hybrid powertrain. This is pretty much a certain thing and the latest reports suggest we are about to see a pretty capable configuration. The new system will probably be based on a twin-turbo V6 engine, which will come coupled with two electric motors. According to some estimations, the max output will go around 450 horsepower and 500 pound-feet of torque, which promises astonishing performances. We expect that this model will be able to tow around 13.000 pounds. At the same time, it will be the most efficient truck in the segment. We count on more than 30 miles per gallon combined.
The new hybrid setup will certainly be amazing in many ways, but this also means a high starting price. Therefore, we have no doubt that pure gasoline engines will be in the offer as well. Some sources suggest a new V6 engine in the offer but a V8 unit should be offered as well. The Japanese manufacturer trademarked the new “I-Force Max” name, which clearly indicates that they’re not done with eight cylinders yet. On the other side, a diesel version is not expected, despite the rumors.
2022 Toyota Tundra Release Date and Price
According to the latest reports, we may expect 2022 Toyota Tundra to hit the market sometime late in the next year. Of course, key rivals will be models like Ford F-150, Ram 1500, Chevy Silverado 1500 etc.
Price starts at $ 37,645 for a dual SR rear cab, and fancier trims can cross the $ 60,000 threshold (this is for conventional powertrains, with the yet unannounced hybrid priced, but likely includes a premium). Toyota admits it does not expect to unveil domestic trucks because if the 2007 Tundra could not beat it, what would it do? Thus, three strategic omissions: air springs only on the rear axle rather than the four corners, no generator function with the hybrid, no four-wheel drive system full-time that can be used on the pavement.
Because any of these things would persuade Ford buyers for a long time to jump into Toyota? On the contrary, will their absence lead a loyal Tundra driver to another brand? Most likely not. If the 2007 Tundra was ahead of its time, this is the moment, no matter how long it takes.