2022 Toyota Tundra vs. 2021 Ford F-150: Fresh Start For an Upstart?
We like our comparison tests to come to definitive conclusions, but that didn't happen with this one. Instead, in pitting the all-new 2022 Toyota Tundra against the bestselling Ford F-150, it came down to weighing the details. For example: One of these pickup trucks has a better engine, the other a better transmission. One has a better-looking interior; the other offers better functionality. Even the back seat factors into the equation: One has a better seat, the other smarter floor storage. We did manage to pick a winner, but only by the slimmest of margins. If you were to purchase the truck we deemed the lesser of the two, we certainly wouldn't say you bought the wrong one.
But enough preamble, let's meet our players. For this particular test, we decided to sample workaday, lower-trim versions of these full-size trucks. Both featured crew cabs, short boxes, and four-wheel drive. Toyota sent along a 2022 Tundra Limited equipped with the TRD Off-Road package and a handful of other useful stand-alone options that added up to a $60,188 sticker. Ford supplied an F-150 XLT, the truck's one-up-from-the-bottom trim, which was priced at $58,575 and fitted with two key options—Ford's Max Trailer Tow package and the 3.5-liter EcoBoost twin-turbo V-6. (The truck Ford sent was a 2021, but the 2022 F-150 is functionally identical.)
Tundra vs. F-150: A Closer Look, Outside and In
At first glance, the Ford F-150 is the slightly better-looking truck in our eyes. It appears relaxed and sure of itself, whereas the Tundra is styled like it has something to prove. Although we appreciate the creases in its sheetmetal, we can't avert our gaze from the Tundra's giant, gaping grille, which reminds us of a jet plane missing its nose cone. Out back, the Tundra's vertical taillights don't seem to be as integrated into the truck's overall design. That said, when it comes to the details, the Toyota appears more modern, with sequential LED turn signals where the lower-spec Ford makes do with incandescent bulbs. It's controversial to be sure, but the Tundra is definitely a product of the new decade, while the new-for-2021 F-150 could be 10 years old.
It's a similar story inside. The Tundra's interior is more modern in execution, with its massive 14.0-inch infotainment screen (optional), handsomely sculpted vents, and wide piano-key switches (a good idea lifted from General Motors). The F-150's stereo, A/C, and steering wheel controls, with their dials and plastic buttons, look old-fashioned by comparison, but they're arguably easier to use. The F-150's interior has its share of cheap plastics, though the bulk of its dashboard appears to be built of higher-quality materials than the Tundra employs. Even the upholstery is a draw: Some of our testers thought the F-150's two-tone cloth was way more attractive and comfortable than the Tundra's faux leather. Others said Toyota's Sof-Tex is more upscale and wondered what possessed Ford to put cloth seats in a $58,575 truck.
Both trucks feature giant center touchscreen infotainment interfaces, but the Toyota's is gianter—and although that's great for Apple CarPlay, we were surprised the Tundra only lets you display one system (audio, phone, navigation, settings) at a time, whereas the Ford will show, say, your tunes and a map simultaneously.
We found the back seats to be roomy in both the F-150 and the Tundra, with lots of legroom and easy access through big doors, and both offer two types of USB ports (A and C) and a 120-volt outlet. The Tundra has the (marginally) more comfortable seat, with a longer bottom cushion that provides better thigh support and a more relaxed backrest angle. But with the seat bottoms folded up, the F-150's flat floor and fold-away storage bins (a $215 option) made it far more useful and flexible than the Tundra, which has a sizable transmission hump and hard, fixed plastic binnacles.
Tundra vs. F-150: The Drive
Both of our test trucks were powered by twin-turbo V-6 engines—a 3.5-liter unit for the F-150 and a 3.4 for the Tundra (though Toyota's sales literature says otherwise). Note, however, that the EcoBoost engine is a $2,595 option in the Ford; standard power is a 3.3-liter non-turbo V-6 with half as much torque. The Toyota, meanwhile, gets twin-turbo power as standard. (Both the Tundra and F-150 are available with an optional hybrid powertrain, but only Ford offers a V-8.)
The F-150 provides a lot of go for the extra dough. Although its 400 hp and 500 lb-ft of torque bests the Toyota by only 11 hp and 21 lb-ft, the aluminum-bodied F-150 weighs a quarter-ton less than the Tundra. In addition, both come standard with a 3.31:1 rear axle, but our Ford test truck came with no-cost optional 3.55:1 gearing, which the Tundra doesn't offer. All of the above gave the F-150 a serious speed advantage: We clocked the Ford from 0 to 60 mph in 5.3 seconds, which is almost a full second quicker than the Tundra. And Ford's EPA fuel economy numbers measure 1 mpg better in city, highway, and combined measurements. Out on the open road, the Ford felt like the more powerful truck, and it delivered slightly better fuel economy during our testing.
But that doesn't necessarily mean the Ford's powertrain is a far superior choice. The 2022 Tundra's 10-speed automatic transmission proved to be the better actor, shifting up and down promptly and smoothly. On one narrow, hilly section of our test route, the Tundra knew intuitively which gear to pick; prodding the F-150's accelerator on the same stretch resulted in a delay and a lurch while it tried to find the right ratio.
Tundra vs. F-150: Ride and Handling
The suspension is one area where Ford pulled definitively ahead. Neither of these pickup trucks will ever be mistaken for an old-school Lincoln Town Car, but the F-150 provided a smoother ride, while the Tundra felt jittery even over moderate bumps. When the pavement got slightly worse, the Tundra's ride got a lot worse, deteriorating much more quickly than the F-150's ride quality. This was somewhat surprising, given the Toyota's rear coil springs and lower payload rating relative to the leaf-sprung Ford.
The Ford's steering felt light and a bit numb, making the truck easy, if not exactly enjoyable, to maneuver. But it steered better than the Tundra, which felt less precise and wandered more on the highway. Both trucks have adaptive cruise control with lane centering, and although the Ford guided itself accurately, the Tundra had a harder time staying centered, an experience shared by its human drivers. Keep in mind that our test Tundra came with the $3,085 TRD Off-Road package featuring stiffer shocks and softer all-terrain tires. Without this package, the Toyota might well have had better ride and steering qualities.
Tundra vs. F-150: Getting Into Bed
Unlike the F-150, the Tundra doesn't have a spray-in bedliner, but it doesn't need one: The Tundra's bed is a plastic composite, which is virtually indestructible. There's nothing wrong with a metal bed like the Ford's, but it's eventually going to show the dents and scars of hard use. That won't be the case with the Tundra. Both trucks have tie-downs in the bed walls; the Ford's are fixed, while the Tundra offers both fixed and movable points.
Our Tundra test truck had a $385 power package that included 400-watt outlets in the bed and a Qi wireless phone charger in the cab, which our F-150 lacked. Ford offers 400-watt plugs for $290, but our truck came instead with the $995 ProPower Onboard package capable of 2,000 watts. The Toyota also had a retractable tailgate step, but evetesn with it deployed, our shorter testers faced a steep climb into the bed. Speaking of steep, that little step costs a whopping $399. Unlike the Toyota, our F-150 didn't come with any tailgate assistance features as equipped. Ford does offer a quality tailgate step of its own for the F-150, but it's only included as part of the $695 power tailgate package, which was missing from our truck. (Perhaps it was a good thing given what we discovered in our last full-size pickup comparison.)
Tundra vs. F-150: Towing and Hauling
In terms of truck capabilities, Ford is the clear winner. Our Tundra, as equipped, had a maximum payload of 1,740 pounds and a towing capacity of 11,120 pounds. The Ford, meanwhile, offered a 2,100-pound payload capacity and, with its Max Trailering package, a towing capacity of 13,900 pounds. But even with a lesser trailering package, the F-150 would still out-tow the Tundra by 180 pounds. Capacity and skill are separate things, though. We've always found the F-150 to be a stable towing platform, and the Tundra proved just as competent at hauling our high-profile two-horse trailer.
We're big fans of Ford's optional Pro Trailer Backup Assist system, and we were eager to try Toyota's version, called Straight Path Assist. The key difference between the two is that the F-150 allows the driver to steer the trailer in reverse with a dial on the dashboard, but the Tundra only keeps the trailer going straight. With Straight Path Assist, once you get the trailer pointed where you want it, you can let go of the wheel and the Tundra will steer itself in an attempt to keep the trailer going in the same direction. The Tundra did a pretty good job of keeping the trailer going straight, but really, that's only half the battle—getting the trailer pointed in the right direction is the real struggle for novice trailer-backers. Ford's system (as well as Ram's Trailer Reverse Steering) alleviates 95 percent of the anxiety of backing up a trailer; the Toyota, maybe 50 percent. We're baffled as to why Toyota didn't build a complete trailer-backing solution.
Let's Pick a Winner Already!
We suspected from our first test loop that this was going to be a close competition, and we weren't disappointed. Toyota clearly benchmarked the bestselling F-150 when developing its new Tundra, and it followed very closely in the Ford's tire tracks.
But in the end, the Ford managed to stay out front, if only by a bumper length or two. The F-150 is the better and more comfortable truck to drive (though a Tundra with the non-TRD suspension might be able to close that gap). The Ford's interior is marginally nicer and easier to use, and the F-150's back seat, though not quite as comfortable as the Toyota's, offers more flexibility for carrying other-than-human cargo. We like the Tundra's tough composite bed, but the Ford carries a lot more cargo. Both trucks are competent tow vehicles, but the Ford has more capacity and a better trailer-backing system. And although the Tundra has more modern styling details, the F-150 has a look we think will age better—indeed, it already seems to be doing so.
Toyota fans might be disappointed to learn that the new Tundra generation is short of class-leading; in our estimation, that title still belongs to the Ram 1500. But in the full-size pickup field, where breaking into the Chevy-Ford-Ram triumvirate is a near-impossible task, playing follow the leader is perhaps the smartest move—and the 2022 Toyota Tundra is definitely following the Ford F-150 very, very closely.
Second Place: 2022 Toyota Tundra Limited
Pros:
- Powerful twin-turbo engine comes standard
- Durable composite bed
- Comfortable back seat
Cons:
- Bumpy ride with TRD package
- Half-baked trailer-backing system
- Giant center screen not used to its best advantage
First Place: 2021 Ford F-150 XLT
Pros:
- Comfortable, if not exactly thrilling, to drive
- Broad choice of powertrains and axle ratios
- High payload and towing capacity when properly equipped
Cons:
- Uncomfortable back seat
- Rough-shifting transmission
- Cloth seats and incandescent bulbs? In a $60K truck?
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ram 2500 Full OverviewThere's trail running, and then there's overlanding. The former portends day trips or weekend jaunts; possibly longer trips with primitive tent camping. The latter conjures extended off-grid adventuring where you may need to be self-sufficient for days weat a time while exploring the wilderness on logging trails, forest-service roads, and the like. American Expedition Vehicles seeks to cover the trail-runners with its Jeep Wrangler/Gladiator and Chevy Colorado offerings while offering overlanders the Ram Heavy Duty pickup-based Prospector and Prospector XL.What Is AEV?Founder Dave Harriton got his start stretching his dad's old TJ Wrangler in Montana, did a few more for some friends, then started American Expedition Vehicles. When the company's builds earned design kudos from Chrysler, it found Detroit-area partners to help step up its engineering game. Before long it was cranking out hits like the Jeep Hemi V-8 conversions that predated the Wrangler 392, as well as the Brute and Brute Double Cab Wrangler pickups that presaged the Gladiator. The AEV-designed, GM-manufactured Chevy Colorado ZR2 Bison Edition is a factory-orderable $5,750 option package that transforms the desert-runner ZR2 into more of a technical rock crawler. In addition to supplying parts for these GM builds, AEV upfits roughly 800 vehicles per year in its Wixom, Michigan, facility, evenly split between Jeeps (Wrangler and Gladiator) and Ram Heavy Duty pickups (2500 and 3500).What Is the AEV Prospector XL?AEV offers two packages applicable to either the Ram 2500 or 3500: Prospector and Prospector XL. Both get toughened AEV bumpers, a 3.0-inch suspension lift, AEV wheels, plus interior and exterior badging and graphics. Tires are the main difference between the two packages. Base Prospectors get 37-inch tires that fit under stock fenders with Mopar flares. XLs get 40-inch tires that require the fender and rear quarter openings to be expanded by about 3.0 inches (XL is 40 in roman numerals). Choose the XL if you're looking for the ultimate rock-climber/mud-bogger; go for the entry Prospector on a 3500 for max payload capacity when fitting heavy overlanding gear like an in-bed camper. That's because AEV de-rates the rear gross-axle-weight rating from 7,000 to 6,390 pounds for the 40-inch tires, but not for the 37s (our 2500's factory RGAWR of 6,000 is unchanged with either tire). XL versions comprise the majority of AEV's Ram business, with roughly a 60/40 split between 2500/3500. They're almost all Cummins diesel-powered except for Power Wagon upfits (some folks just gotta have those diff lockers). The base Prospector package costs $15,987; the Prospector XL costs $20,999.Chassis ModificationsAt the heart of this upfit is AEV's 3.0-inch DualSport suspension, with the "dual" referring to its goal of improving technical off-road prowess with no penalty to the original ride and handling. AEV accomplishes this trick by maintaining the stock springs and the original suspension geometry. To do this, it relocates the various mounting points for the suspension hardware. The front axle, for example, is articulated down and forward, increasing the wheelbase by 1.6 inches. This saves AEV having to custom make longer versions of the 40-some different Ram springs tailored to every different weight class. AEV also fits a hydraulic-assist steering upgrade to help swivel the giant tires. Our XL was upgraded further with optional AEV/Bilstein 8100 external-reservoir shocks ($2,140) designed to keep their cool and resist the fade that comes from boiling the shock fluid in prolonged hard running in a hot desert. And it all rides on a set of AEV 10- x 17-inch black Katla 10 wheels wrapped in 40 x 13 50R17 Cooper Discoverer STT Pro tires.Overlanding GearPerhaps the most vital piece of overlanding kit for self-preservation is a sturdy winch. AEV front bumpers are all designed to accept one, but they cost extra. Our AEV Prospector XL featured a Warn 16.5ti with synthetic rope that rang in at $2,711. Nighttime adventuring requires lighting, so we also had $2,801 worth of auxiliary LED lamps that mount to the $1,700 bumper brush guard, plus a set of rear-bumper LED lights ($594). The bed is fitted with a matching spare wheel and tire on a vertical mount ($1,736) that obscures most of the rear-window visibility and blocks the location where a rearview camera would go. We'd opt for the lay-flat spare option (there's no slinging any spare tire larger than stock underneath). A bed rack with crossbars provides a mounting point for a rooftop tent, axes, Jerry cans, etc. And finally, to fortify the underbody we added hardened differential covers front and rear ($381.50 and $409.50) and a breathable intercooler skidplate ($531.50). This all brings the estimated curb weight to within 1,000 pounds of the truck's gross rating, so some judicious expedition packing is called for (or an upgrade to the 3500). Along with some cosmetic upgrades, total AEV optional equipment came to $19,150.50, bringing the all-in price of our well-equipped Laramie to $119,194.50.How Does the Prospector XL Drive?Having recently spent a year in a stock Ram 2500 Laramie Cummins, the most indelible initial impression is how loud the tires are, the sound and vibration even coming up through the steering wheel in turns. This is followed closely by how high the AEV Prospector XL sits. You'll look down on lifted Super Dutys and across at semi drivers. Getting comfortable with the size takes a few miles; sitting so high off the road dulls your sense of speed. So if your natural pace is 10 mph beyond the speed limit, you may frequently find yourself 15 or 20 over. The taller, heavier tires and added curb weight blunt the acceleration, but it's still plenty strong. The added inertia is also noticeable in braking, where stops take more pedal effort than in our long-term Ram 2500. But sure enough, the ride feels almost identical—maybe smoother, thanks to the additional mass (AEV estimates ours weighs just shy of 4.5 tons). That is, until one of these jumbo donuts hits a single-wheel bump and sends a shudder through the steering and chassis. These mud tires don't grip paved corners like the stock tires, but then the stockers can't claw through mud bogs.Off-Roading the Prospector XLHaving mostly wheeled crossovers and stock Jeeps at our local ORV park, we're used to the toughest obstacles being off limits. Not for this rig! Climb any rock or plunge through any bog by simply relying on the tire-tread lugs and the Cummins torque and inertia to power through. Tough dusty ruts, sandy moguls—it doesn't matter. The Prospector XL tackled every path or obstacle with ease, or at least every path physically wide enough to accommodate it. And with the long wheelbase and gigantic turning circle, you must be cognizant of your escape route should a path prove too narrow. We were also impressed by how sturdy everything felt. The AEV Prospector XL took the harshest impacts in stride, and with no expensive sounding noises.How Do I Get an AEV Prospector XL?If you have a low-mileage current-generation Ram (or Jeep) that's never been wrecked, AEV can upfit it for you, but most builds are ordered new through AEV's online configurator and delivered through one of its 100 dealers. The dealer facilitates getting the stock truck built, shipped to AEV for the upfit, then shipped to the dealer. Upfitting typically takes about a week barring supply issues, and tires have lately been in particularly short supply. Buyers can specify unique paint—like the zinc-chromate green on AEVs four 2019 SEMA builds—but this stretches the build to 30 days and adds $13,687.Is the AEV Prospector XL Worth It?That $119,000 price includes a lot of showy bits we could do without. But the engineering is so stout we felt compelled to gin up an ideal build, starting with a strategically optioned 2500 Tradesman Cummins with Auto Level Rear Air Suspension, the Convenience Group, Uconnect 5 nav, Bed Utility Group, and the aux switches for $64,745. Then we spec'd a Prospector with 37s, the Mopar retractable steps ($2,420—they were included in our Laramie, and you need 'em!), AEV's leather and Cordura seat upgrade ($2,205), the smaller light bar ($1,024) plus the winch, intercooler skidplate, diff covers, and a few doodads for a total upfit cost of $29,196. We'd be out the door for $93,941 with the same suspension in a slightly more livable, goes nearly anywhere package with a bit more payload capacity, a quieter ride, and a slightly lower climb.Looks good! More details?2022 AEV Prospector XL Ram 2500 Laramie Cummins Turbodiesel Specifications BASE PRICE $91,679 LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 6.7L/370-hp/850-lb-ft turbo-diesel direct-injected OHV 24-valve I-6 TRANSMISSION 6-speed auto CURB WEIGHT 9,000 lb (mfr) WHEELBASE 150.6 in L x W x H 238.8 x 89.5 x 83.7 in 0-60 MPH 8.0 sec (MT est) EPA FUEL ECON Not rated ON SALE Now Show All
ford f-150-lightning Full OverviewProsBig, clear screenNavigation with charging stations180-degree lie-flat seat backs ConsBorrows F-150's cabinNot as nice as a Rivian's interiorThe Ford F-150 has been the bestselling truck in America for decades, but its interior hasn't stood out much. And when the latest Ram 1500 made its debut, it became the new benchmark not only because of the way it drove, but also because of the cabin's attention to detail. Although pickup trucks are generally known for being work vehicles, Ram took its truck to the next level. And even though a new F-150 generation arrived for 2021, Ford kept most of its interior the same. However, with the introduction of the F-150 Lightning, Ford has finally upgraded its cabin experience.Similar but BetterThe 2022 Ford F-150 Lightning was made for existing F-150 customers interested in going electric. So there are many similarities between the two models, and just like its exterior design, the Lightning's interior comes straight from the regular F-150. There's no learning curve; everything is exactly where it's supposed to be, and you can still fold down the shifter and open the center console to set up your workstation.What's better, though, is the massive 15.5-inch screen that's straight out of the Ford Mustang Mach-E. Although we aren't usually fans of "soft" virtual buttons, Ford's screen makes it easy to adjust the temperature or fan speed and hop between menus. Everything is displayed via cool graphics, and the computing processor works quickly. What's more, the navigation shows all the electric charging stations nearby and will tell you where to stop and for how long, depending on your state of charge. It's not as useful as Tesla's supercharger map, which lets you know how many superchargers are available in real time, but it displays each station's brand and kilowatt-hour rating.The vertical display will also wow your friends; it takes up the entire center dashboard, upping the technology and in-cabin experience.Our 2022 Ford F-150 Lightning Lariat example came with a denim-like trim on certain parts of its door panels and dashboard, and it looked premium and different from the regular F-150. Other textured plastics around the cabin don't feel as nice as the materials inside the Rivian R1T, but it's not a huge drawback, as the rest of the truck feels fancy.Time to RelaxFord made some changes to the driver's and front passenger's seats, allowing them to recline 180 degrees so you can nap while the truck charges. This is a clever feature, but it's not the most comfortable position—your knees still have to be bent, and you have to lift the rear seats to get the full 180-degree experience. Still, it's nice to have and something we're sure some folks will use. (And, hey, why not take a nap when waiting at a public charger?) Overall, the seats are comfortable, supportive, and wide, should you want to turn on your side when catching some Zs.Just like the regular F-150, there's plenty of space in the back with lots of headroom and legroom for rear passengers. Heck, there's even more space than in a Mercedes-Benz S-Class.Should I Buy a 2022 Ford F-150 Lightning? We've already compared a 2022 Ford F-150 Lightning with a 2022 Rivian R1T, and although the competition was incredibly close, the F-150 Lightning claimed the win. Although these pickup trucks live in different segments, we found more value in the F-150. But it's worth noting that as software and over-the-air updates play a more important role in the EV market and in the vehicles' performance in the future, our comparison result could flip.All in all, the 2022 Ford F-150 Lightning's in-cabin experience is superior when compared to the regular F-150, and we appreciate the upgrades Ford's designers delivered. So if you're thinking of purchasing an F-150 soon, the Lightning is your best option and certainly worth taking a long look at.Looks good! More details?
The Koenigsegg CC850's remarkable gearbox is a cleverly evolved version of the nine-speed automated manual Light Speed Transmission (LST) fitted to the Koenigsegg Jesko. The technology is emblematic not just of Christian von Koenigsegg's knack for catchy product names, but, more important, of his irrepressibly left-field approach to hypercar engineering.In the Jesko, you select the LST's gear ratios via paddles. The new iteration in the CC850 has no paddles. Instead, It's controlled via a shifter that sprouts from a classic slotted metal gate, and there's a clutch pedal on the left, too. But neither are connected to the physical transmission, and no clutch or flywheel are mated to the engine's crankshaft, either.It's the world's first shift-by-wire manual transmission.In manual mode, you select from six of the nine forward ratios; move the lever all the way to the right and pull backward, and the transmission operates as an automatic, shifting for itself and using all nine gears to funnel the CC850's massive 1,385 hpr (on E85 fuel) to the road.Dual-clutch automatic transmissions used in most cars (hyper or otherwise) are programmed to essentially assume which gear the driver will want to select next. When the appropriate shift paddle is clicked or the computer determines it's time to shift, it simultaneously releases the clutch driving the gear you're shifting from while engaging the second clutch for the gear you're shifting to. It then moves the gearset to prepare what it thinks will be the next ratio needed.Inside the Koenigsegg LST, however, no gearsets move. Instead, there are three shafts with two gears each, and they are all permanently engaged. Which combination of gears sends drive to the wheels is determined by opening and closing seven very compact clutches within the transmission.Unlike in conventional dual-clutch transmissions, it's possible to go directly from, say, ninth to fifth without shuffling down through eighth, seventh, and sixth to get there. All the LST transmission does is open and close the relevant clutches, and bingo—you're instantly in the gear you want.How does it work? We'll let the man himself explain. "It's a clutch-by-wire," von Koenigsegg said, "but you feel the pressure of the clutch through the pedal the same as with a traditional one. It's just electronically connected. You can go in and out of the point [where the clutch bites]. You can launch with revs. You can step off the pedal too quickly and stall the car. It feels no different than a normal clutch."The shifter was a bit more challenging because we don't have forks or synchros or anything in our LST transmission. All gears are always engaged. We're only clutching."Force-feedback mechanisms link the shifter to the clutch movement. If you want to pull out of a gear, you can't do that until you have a certain movement on your clutch pedal, like in a traditional car. If you want to shift into a gear that's too low, you can't get the shifter into the gate. If the gear is only a little bit too low, you feel a little resistance, like you would get from synchros."We still are in the process of developing it, but it's already crazy good. When we are done with it, I don't think anyone will be able to tell it apart from a traditional manual. That's the objective. It should feel like a mix between a Mazda Miata and a Ferrari gated shifter. The best of the two worlds."
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