2022 Toyota Tundra First Test: A Bigger and Better Pickup Truck?
Pros
- Modern technology
- Standard V-6 twin-turbo engine
- Spacious, comfortable cabin
Cons
- Middling material quality
- Bouncy ride with Bilstein shocks
It took Toyota 14 years to come up with a new Tundra full-size pickup truck, but the wait was worth it. The model has always been known for its value in the segment, and the new model builds on that. The 2022 Toyota Tundra rides on a new platform, boasts dramatic new styling, and has modern technology relevant to today's buyers.
Available with new gas-only and hybrid powertrains—both of which are based on a 3.4-liter twin-turbo V-6—the Tundra finally feels like a contemporary truck. It seemingly has the brash looks, features, capability, and assembly quality modern trucks need, but can it hang with the big (three) boys? Is it comparable to an American truck? We drove a Limited model with the Crewmax cab and regular, non-hybrid V-6 to find out.
On the Road
The Tundra is based on the all-new TNGA GA-F platform that also supports the Land Cruiser overseas and the 2022 Lexus LX here in the States, allowing it to deliver a better ride while enhancing its off-road capability. To address the former, though, Toyota ditched the rear leaf springs for coil or air springs, depending on the configuration.
Our model came equipped with the TRD Off-Road package, which adds Bilstein shocks to better handle what Mother Earth tosses in your path. On the road, Tundra's ride quality represents a night-and-day difference from before, and it feels more stable and planted overall, including while handling tighter turns. It doesn't feel as polished as a Ram 1500 (which also uses coil springs), but it feels more settled than before. The Bilstein shocks add a bit of a bouncy feel over imperfections, but we're quite impressed by the new Tundra's comportment. The steering isn't as precise as the best domestic American trucks', but it's nicely weighted and not sloppy, which makes highway drives a snap.
Also impressive is that 3.4-liter twin-turbo V-6, which delivers 389 horsepower and 479 lb-ft of torque, enough to scoot this big boy to 60 mph in 6.2 seconds in our testing. Crossing the quarter-mile mark took the Tundra 14.7 seconds, at which point it was going 95.3 mph, a decent showing considering its 5,820-pound curb weight.
Compared to a 2021 Ford F-150 XLT with the 3.5-liter twin-turbo EcoBoost V-6 engine, the Tundra is slower: The F-150 got to 60 mph in 5.3 seconds, and it completed the quarter-mile run in 13.9 seconds at 99.9 mph. The biggest difference between these two is the weight—the Ford's aluminum chassis cuts its weight down to 5,345 pounds, giving it an advantage at the track.
The Tundra's transmission is programmed well, downshifting crisply when called upon, and upshifts are executed smoothly. While the engine feels well suited for the Tundra in terms of power and punchiness, it tends to deliver its force in gobs. On a couple of occasions, the rear wheels broke loose when accelerating from a stop even though the pedal was nowhere close to the floor; we wish the delivery was a bit more linear. But the power-to-weight ratio feels adequate for a big truck like this, and depending on which drive mode is activated, there's a growl almost as pleasing as the old V-8's.
It was clear Toyota needed to modernize the Tundra to keep up with the segment, and the 2022 model is a big advancement. The Tundra feels more modern than before and puts up a good fight against the big three. It may not ride as well as the Ram (we aim to test a Toyota without the Bilsteins soon), but it's certainly relevant again, and worthy of cross-shopping if you're not beholden to a brand.
Inside the Tundra's Interior
While the Limited trim sits at the middle of the lineup, it still feels richly appointed in terms of features. Enter the cabin, and you'll first notice the massive, 14.0-inch touchscreen that takes up virtually all the space in the middle of the dash. The screen comes standard with the Limited, and the new infotainment system has sharp graphics and the fast responses you're used to from your smartphone. We spent most of our time driving with Apple CarPlay active, and we applaud Toyota for allowing it to take over the entire screen, which makes Google Maps or Apple Maps really simple to read.
The HVAC controls are laid out below the display as sort of piano keys—a nice detail that looks premium. While the cabin isn't as attractive to our eyes as, say, the Ram's, Toyota's designers did add characterful touches like the big, boxy air vents, and the center stack offers useful cubbies so you can stash stuff while leaving the cupholders free. A huge bin between the front seats can store large items like purses, laptops, and such. In general, storage space is plentiful.
An area where we'd have liked to see additional improvement is in the quality of materials. The plastics on the door panels already feel dated, as they are hard and cheap. Some plastics have sharp edges, too. On the other hand, the leatherette on the seats feels nice enough for something carrying a $60,188 price tag.
The rear accommodations are quite spacious, with the seatback reclined at an angle that should make long trips easier for passengers. Those seated back there also get two USB ports (one type A, one type C) and air vents, but we're a bit surprised to see a significant drivetrain bump in the floor. While it may not interfere with middle riders' feet because it's wide, it does make placing long items on the floor inconvenient.
Should I Buy a New Tundra?
The 2022 Toyota Tundra offers a better, up-to-date experience, and it does a lot of things well—well enough to, yes, deserve a seat at the big boy table. There are areas that can still be improved, but the thorough overhaul resulted in a much better truck. Plus, its long list of standard equipment—like the 3.4-liter V-6 twin-turbo engine and Toyota Safety Sense 2.5, which adds a bunch of safety technologies at no extra cost—gives it an advantage over the competition.
It's unlikely to outsell any of the full-size half-ton trucks from Detroit, but the 2022 Tundra deserves a look.
Looks good! More details?2022 Toyota Tundra Limited TRD Off-Road 4x4 Specifications BASE PRICE $56,680 PRICE AS TESTED $60,188 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.4L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 389 hp @ 5,200 rpm TORQUE (SAE NET) 479 lb-ft @ 2,400 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,820 lb (57/43%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.6 x 80.2 x 78.0 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.72 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg EPA RANGE, COMB 612 mi ON SALE Now Show AllYou may also like
A 2022 Toyota GR86 owner is apparently being punished for posting a photo of their car drifting at a testing and tuning event. The GR86 suffered an engine failure, allegedly due to oil starvation—a relatively common and known issue on this model—but the owner was rejected under the Toyota warranty after the photo of the car drifting turned up in the automaker's investigation. Evidently, Toyota initially rejected the warranty claim because of evidence the car was driven at an off-street event, which seems ridiculous considering the encouraging nature of the model's marketing materials.The story comes from Blake Alvarado on Facebook posting to the SCCA Official Members group, whose GR86 suffered its engine failure after just 13,770 miles on the road and two oil changes. Alvarado says a post-failure engine teardown revealed grey sealant material in the oil pickup, an issue that is now being tracked in a spreadsheet by GR86.org, which currently lists five suspected instances of the issue causing engine failure, not including similar claims dating back all the way to 2013, as Alvarado says.But, Toyota wouldn't know firsthand about the cause of Alvarado's engine failure, as he says the assigned field technician never checked the engine in determining his warranty claim. Here's what happened, according to the Facebook post: "Instead either he or someone at the dealer looked me up on social media. They showed me a photo of me taken at a local Test & Tune event (untimed, non-competition) in late March (I was testing different setups and playing around with tire pressures. This was the only time the car was driven in the way the photo shows). They also showed me an onboard video of me driving in someone else's white GR86 (mine is Black)."Based on this "evidence," his warranty claim was denied and Alvarado was instead quoted an $11,000 repair estimate, or told he had to remove his car from the dealership. His attempt to negotiate with the dealer's service manager was denied, so Alvarado had the car towed to a Subaru specialty shop where he was quoted $7,000 for a low-mileage engine replacement.The real kicker in this situation is Toyota's own marketing materials. As Alvarado points out, Toyota's marketing frequently mentions the GR86 being "track tested," and even let new owners sign up for a complimentary NASA track day as a promotion, which is used for the Toyota Supra, as well. MotorTrend reached out to Toyota, and a spokesperson provided the following response:"Toyota takes its customer concerns seriously. We work hard to deliver a rewarding ownership experience, and we stand behind the quality of our products. A vehicle's warranty excludes damages from activities such as misuse, improper maintenance, or modifications. Toyota is currently looking into the case you referenced and will continue to work with the customer directly on this issue. As always, we encourage customers who experience any issues with their vehicle to contact their authorized Toyota dealer or call the Toyota Brand Engagement Center (1-800-331-4331) when a dealer is not able to resolve a matter."Alvarado urges other enthusiasts to be wary about posting photos and videos of their warranty-covered cars out of extra precaution, as you never know how an automaker is going to respond to vehicles being driven in any manner other than daily duty.But Wait, There's More!Update, August 4, 2022: Speaking to The Drive, Alvarado has confirmed that Toyota's executive office reached out to him after all of the social media coverage of his blown engine and has ultimately decided to cover the issue under warranty. The Drive reports a Toyota representative said Alvarado and others should be able "to use the vehicle at future autocross and track day events without putting [the] warranty in jeopardy.
rivian r1s Full Overview Rivian R1T vs. R1S: What Are the Differences?Physically: Towing Capacity: Storage Capacity: Off-Road: Efficiency/Charging: How Does the R1S Rank as an SUV?What's the R1S Like Off-Road?How Does the R1S Drive On-Road?New Sand ModeHow About Adventuring?How Much Is a Rivian R1S?Is the Shorter R1S Sweeter than the R1T?Looks good! More details?2022 Rivian R1S Specifications BASE PRICE LAYOUT MOTORS TRANSMISSIONS CURB WEIGHT WHEELBASE L x W x H 0-60 MPH EPA FUEL ECON, CITY/HWY/COMB EPA RANGE (COMB) ON SALE Show All
Laying It OutNumbers Upon NumbersUp in the CanyonsSummary Judgment2nd Place: 2022 Acura NSX Type SProsInteresting drivetrain techMid-range torqueMid-engine architecture ConsBrakes don't inspire confidenceVague steering feelExpensive for what you getVerdict:1st Place: 2022 Porsche 911 Carrera GTSProsQuick in a straight lineQuick in cornersSupreme handling ConsUbiquitous on the streetNot as sharp as some other 911sToo pricey for most peopleVerdict:POWERTRAIN/CHASSIS 2022 Acura NSX Type S Specifications 2022 Porsche 911 Carrera GTS Specifications DRIVETRAIN LAYOUT Mid-engine, 2 front and 1 rear motors, AWD, 2-pass, 2-door coupe Rear-engine, RWD ENGINE, MOTOR TYPE Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, plus 3 permanent-magnet elec motors Twin-turbo direct-injected DOHC 24-valve flat-6, alum block/heads DISPLACEMENT 3,454 cc/210.8 cu in 2,981 cc/181.9 cu in COMPRESSION RATIO 10.0:1 10.2:1 POWER (SAE NET) 520 hp @ 6,500 rpm (gas), 72 hp (comb front elec), 47 hp (rear elec); 600 hp (comb) 473 hp @ 6,500 rpm TORQUE (SAE NET) 443 lb-ft @ 2,300 rpm (gas), 108 lb-ft (comb front elec), 109 lb-ft (rear elec); 492 lb-ft (comb) 420 lb-ft @ 2,300 rpm REDLINE 7,500 rpm 7,400 rpm WEIGHT TO POWER 7.5 lb/hp 7.2 lb/hp TRANSMISSION 9-speed twin-clutch auto 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.58:1/2.27:1 3.39:1/2.07:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.1-12.9:1 12.3-14.1:1 TURNS LOCK-TO-LOCK 1.8 2.4 BRAKES, F; R 15.0-in vented, drilled carbon-ceramic disc; 14.2-in vented, drilled, carbon-ceramic disc 16.1-in vented, drilled, carbon-ceramic disc; 15.4-in vented, drilled, carbon-ceramic disc WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, forged aluminum 8.5 x 20-in; 11.5 x 21-in, forged aluminum TIRES, F;R 245/35R19 93Y; 305/30R20 103Y Pirelli P Zero HO 245/35R20 91Y; 305/30R21 100Y Pirelli P Zero NA1 DIMENSIONS WHEELBASE 103.5 96.5 in TRACK, F/R 65.5/64.5 in 62.8/61.3 in LENGTH x WIDTH x HEIGHT 178.5 x 76.3 x 47.8 in 178.4 x 72.9 x 50.9 in TURNING CIRCLE 39.7 ft 35.8 ft CURB WEIGHT (DIST F/R) 3,903 lb (42/58%) 3,389 lb (37/63%) SEATING CAPACITY 2 2 HEADROOM 38.3 in 37.9 in LEGROOM 42.9 in 42.2 in SHOULDER ROOM 57.5 in 56.2 in CARGO VOLUME 4.4 cu ft 4.7 (trunk), 9.3 (rear parcel) cu ft TEST DATA ACCELERATION TO MPH 0-30 1.3 sec 1.2 sec 0-40 1.8 1.7 0-50 2.4 2.2 0-60 3.1 2.9 0-70 3.9 3.7 0-80 4.8 4.6 0-90 5.9 5.7 0-100 7.1 7.0 0-100-0 11.3 10.8 PASSING, 45-65 MPH 1.4 1.3 QUARTER MILE 11.2 sec @ 124.1 mph 11.1 sec @ 124.6 mph BRAKING, 60-0 MPH 103 ft 99 ft LATERAL ACCELERATION 1.03 g (avg) 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.89 g (avg) 23.3 sec @ 0.87 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $171,495 $138,050 PRICE AS TESTED $185,995 $162,940 AIRBAGS 7: Dual front, front side, front curtain, driver knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/50,000 miles FUEL CAPACITY 15.6 gal + 1.3 kWh Li-Ion 23.7 gal EPA CITY/HWY/COMB ECON 21/22/21 mpg 17/23/19 mpg EPA RANGE, COMB 328 miles 450 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All
0 Comments