Apple Car 2.0: How the Tech Giant Just Might Change … Everything
You laughed at us when we first imagined the Apple Car in 2016. "It's too podlike and not exciting enough to wear the Apple moniker," you complained.
Look who's laughing now. The pod, for better or worse, is the future of automotive design. Just peek at the likes of the Canoo Lifestyle Vehicle or the Cruise Origin or the Amazon-backed Zoox, each of which essentially is a stylized passenger cell.
The reasoning is simple: simplification. With compact electric motors instead of bulky internal combustion engines and no need for steering columns or gas and brake pedals, our projected autonomous future strips down the automobile to its most basic elements, a concept Apple has for decades applied to everything from cell phones to wristwatches.
That said, pods need not look boring, which is why we went back to the drawing board and reimagined the Apple Car. Or should we say, cars.
The Apple Touch
It may pain Apple fans to read this, but the company rarely creates truly original pieces of hardware. Its products instead tend to improve on existing concepts. For instance, Apple's earliest personal computers—the more rudimentary Apple I of 1976 and the more familiar-looking Apple II of 1977—were beaten to market by the likes of the Altair 8800 in 1975. Likewise, the first MP3 players and smartphones, the MPman F10 of 1998 and the IBM Simon Personal Communicator of 1994, went on sale years before Apple revealed the iPod (2001) and iPhone (2007).
This is no knock against Apple's hardware, which with exceptions such as the Apple III is generally competent in its own right, but rather a commendation on the software environment the company created over the years. Credit the late Steve Jobs' decision to forgo licensing Apple's operating system to other hardware manufacturers, a strategy the company tried briefly in the mid-1990s during the reign of then-CEO Michael Spindler. (Jobs ended this process upon his return to Apple.)
By maintaining integration between Apple's software and hardware, the company could "take responsibility for the user experience from end to end," as Walter Isaacson wrote in his 2011 book, Steve Jobs. Following Jobs' death in October 2011, Apple's current CEO, Tim Cook, regularly espouses the same beliefs.
"We love to integrate hardware, software, and services and find the intersection points of those because we think that's where the magic occurs … and we love to own the primary technology that's around that," Cook told Kara Swisher of The New York Times in response to a question regarding Apple's automotive ambitions.
Recent Apple hires provide evidence the company continues to toy with the idea of fully developing its own car. The man said to be heading the program? Kevin Lynch, the executive responsible for turning the Apple Watch into one of the Cupertino, California, tech giant's core products. Lynch is much more a software developer than an automotive or autonomy engineer, but worry not.
Over the past few years, Apple successfully recruited automotive industry talent such as Ulrich Kranz, former CEO of Canoo and former head of BMW's i division; Michael Schwekutsch, who previously served as Tesla's vice president of engineering; and Anton Uselmann, an engineer whose résumé includes stints at Mercedes-AMG and Porsche.
Given Apple's nearly $2.9 trillion market cap (as of this writing), the company certainly has the means to develop and produce its own car. Nevertheless, developing and building an automobile is not the same as developing and building personal electronic devices such as computers, tablets, and smartphones. Or vacuums, as Dyson discovered when it attempted to mass produce its own electric vehicle.
As company founder James Dyson revealed in his 2021 memoir, Invention: A Life, the company invested $700 million into its stillborn EV project, which it ultimately abandoned. Blame the various costs associated with the production and storage of a "relatively low-volume" vehicle Dyson intended to sell directly to consumers.
"[W]e would have [had] to sell the car at $210,000," Dyson wrote. "There are not many people who will buy a car at [that] price."
The Apple Car(share) Program
Rumors persist that Apple plans to partner with an established automobile manufacturer to build its vehicle. Such a move may help Apple keep the per-unit costs reasonably low. How such a business relationship may affect Apple Car consumers is a different story.
Although it's possible Apple decides to sell vehicles directly to the public, we hear it may ultimately pursue a car- or ride-share model, wherein Apple owns the vehicles and consumers pay to use them, à la Zipcar, with an autonomous twist. In this sense, then, Apple's model for its car program may more closely mirror Cruise's or Waymo's, wherein a user schedules one of Apple's autonomous electric vehicles to take them from Point A to Point B.
We foresee riders being able to schedule recurring rides, too; just imagine an Apple Car showing up outside your door Monday-Friday to waft you off to work or shuttle the kids to school. If Apple goes this route, the company will likely—initially, at least—limit its vehicles' use to metropolitan areas where lower speeds and streets laid out in predictable grid patterns are the norms.
Admittedly, we're working here with an assortment of crumbs we've gathered from sources and publicized leaks to come to this conclusion. Apple's car plans could take an entirely different route from what we're hypothesizing, or perhaps Cook and company will scrap the program altogether.
Nonetheless, an autonomous car-sharing service seems the most sensible way for Apple to enter the automotive space. After all, there's a reason Alphabet created Waymo and why General Motors and Honda, not to mention others, invested in Cruise.
Much like Apple's electronic devices, the company's potential crop of autonomous vehicles will likely rely on clean design, user-friendly ergonomics, and easy integration with Apple's various products to create a user experience distinct from those of competitors—and we think the company's CarPlay interface may play a key role.
The Apple CarPlay Push
Today, CarPlay largely serves to display and control Apple devices running certain iterations of the brand's mobile operating system, but tomorrow, CarPlay could effectively replace the native infotainment systems now used by automakers.
Per a Bloomberg report, Apple is looking to take CarPlay to the next level as part of a project the company's working on, dubbed "IronHeart." If successful, IronHeart will reportedly give CarPlay access to control various vehicle settings, including the host car's climate, seat, and audio selections.
Apple will likely struggle to convince automakers to let CarPlay control such features, but consumer demand for a more fluid experience between their personal vehicles and mobile devices could ultimately force carmakers to play ball. Little is known about the IronHeart project to those outside of Apple (and likely to many of those within Apple, as well). There's even a chance Apple has already scrapped IronHeart—assuming the project ever truly existed at all.
Yet it makes sense for Apple to invest in a project such as IronHeart, if only to give drivers a more standardized user experience between the mobile devices they use and the cars they pilot. Cynics are sure to view IronHeart in a darker light as a way for Apple to collect pertinent information to use in the development of its own vehicle.
This may be the case. Still, if our hunch is correct and Apple's car program takes on the form of a car-share service, then we think the company's intentions are far less nefarious. Rather, we wager Apple's goal for IronHeart is to turn CarPlay into a portable profile, allowing its autonomous cars to preemptively adjust comfort and convenience features to the individual preferences of a given passenger.
The Apple Car Experience
Imagine the entirely possible future where, with few exceptions, private vehicles are banned from major metro areas such as San Francisco, New York City, and Chicago. Sure, you can take public transportation into the city, but you better hope your destination is located close to a train or bus stop.
Alternatively, you can drive your personal car to an Apple Car pickup point located just outside the city. Once parked, the Apple Car you scheduled via your smartphone's app will whisk you away to your specific metropolitan destination with no driving required.
An array of vehicle-mounted cameras and lidar sensors work with Apple's Maps app, which includes high-precision mapping of specific metropolitan areas, to help Apple's fleet of cars safely react to unforeseen obstacles, such as pedestrians and road debris. Additional peace of mind comes courtesy of the Apple Cars' vehicle-to-vehicle and vehicle-to-infrastructure communication systems, which allow the autonomous cars to wirelessly "communicate" with one another and the surrounding infrastructure. Energy-dense battery packs afford many hours of continuous operation.
Although some users will lease a private Apple Car, most will subscribe to the service that allows them to use the company's fleet of shared autonomous vehicles. Apple Car lessees and subscribers will largely consist of individuals who frequently enter city centers that ban private vehicles.
Those unable to or uninterested in justifying the cost of an Apple Car lease or subscription, however, will be able to pay to ride in one of these self-driving EVs on a single-use basis, provided there's a fleet car available for such use. If none is, then single-use customers may decide to forgo the familiar interface of the Apple Car for a readily available autonomous vehicle from a competitor such as Cruise, Waymo, or Zoox.
In this hypothetical future, we foresee Apple introducing its automotive worldview with two models of autonomous vehicles for its users to catch a ride in: a larger, boxy multipurpose vehicle, dubbed the ePod, capable of carrying multiple passengers and their associated goods, and a smaller, single-seat option, better known as the ePod Solo. Down the line, there would be a whole fleet of offerings, ranging from eight-passenger vans to open-top sports cars.
No matter the model, Apple Car users will need only pair their CarPlay profile to the vehicle, which then automatically adjusts the likes of the display interface, climate control, seat settings, and more to the individual rider's personal preferences. To increase profits, Apple will offer the option to unlock certain features for a small fee. This includes access to the Apple Arcade collection of mobile games, exclusive programming from Apple TV+, and even in-car workouts and meditations through Apple Fitness+.
Is the Apple Car Really Coming Soon?
Apple's automotive doings remain a moving target, and much about what the company intends to produce in this space has changed since we first imagined the tech giant's four-wheeled machine more than a half-decade ago. That said, the rumor mill indicates the company continues to tinker away at developing a vehicle—there's even chatter Apple targets a launch as early as 2025. In other words, it's only a matter of time until Apple vindicates or disproves everything we think we know about its car program, from the vehicle's (or vehicles') potential design to the whole operation's potential business model.
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audi a4 Full OverviewProsFeels powerful and quickFunctional and understated interior designKiller audio system ConsFirm rideGlitchy and inconsistent techLesser mild hybrid setupAn exceptional sport sedan can be your everything. Everyday commuter, long-haul road tripper, airport taxi, canyon carver. The latest-generation Audi A4 was introduced for 2017 and got a midcycle refresh for 2020; as it sits this year, the German automaker's podium-ranked sport sedan is quite good but not exceptional. We tested a 2022 Audi A4 S Line to break it all down.Not Your Average AudiAudis are known as the subtle, under-the-radar choice in the luxury compact segment, compared to more ostentatious options like an extravagantly styled Alfa Romeo Giulia or a tail-happy BMW 3 Series. Our test car was not the dark gray, black interior, fade-to-the-background Audi that usually comes to mind.Instead of a grayscale bankermobile, the 2022 Audi A4 S Line that arrived in our test fleet was ticket-me Tango Red Metallic and featured a Black Optic Plus package. The latter decked out the badging, side mirrors, grille, rocker panel detail, and front and rear bumper trim in high-gloss black. The package also adds red brake calipers, unique interior trim, and a knockout set of 19-inch five-spoke wheels that look straight off a previous-generation Audi S4. If you want a luxury car that blends in, this version of the A4 isn't it.Don't worry about the styling being too over the top; there's enough go to match all the show. Our Audi A4 S Line test example was fitted with the more powerful of the A4's 2.0-liter turbocharged I-4 options (badged A4 45 TFSI), producing 261 hp (more on that later) and 273 lb-ft of torque delivered to all four wheels with help from a seven-speed dual-clutch automatic and Quattro all-wheel drive.Opting for the more powerful engine buys the Audi S Line package, similar to what BMW would supply with its M Sport offerings. In the A4, it means a 0.9-inch-lower sport suspension, ventilated disc brakes with larger rotors, larger and wider wheels, and illuminated aluminum door sills. Think of the A4 S-Line as a would-be four-cylinder S4.How Quick Is an Audi A4?For a sport sedan lacking M, RS, or AMG badges, the 2022 Audi A4 S Line is legitimately quick. In our testing, the A4 S-Line reached 60 mph in 5.2 seconds on its way to a 14.0-second quarter mile at 98.8 mph.Based on the test figures and our on-road driving impressions, we wager this engine makes more than its claimed 261 hp. Two direct competitors, the Alfa Romeo Giulia Ti and Cadillac CT4-V, squirted to 60 mph in 5.2 and 5.1 seconds, but those cars produced 280 and 325 hp, respectively. They both weigh within 100 pounds of the A4 S Line.This Audi is a clear outlier, but that said, our test drivers said the A4's engine didn't feel as gutsy as the 300-hp four-cylinder found in the Volkswagen Arteon we tested on the same day.However, the test car did not drive like a standard A4. The S Line's larger ventilated brake rotors and the summer tires that came with the optional 19-inch wheels paid off, too, keeping the chassis stable under hard braking and capable of stopping from 60 mph in 111 feet—surprisingly good for a non-S4.The transmission was reluctant to downshift around our figure-eight course, even using the paddle shifters mounted to the steering wheel, which dulled the car's thrust response significantly. Brakes were easy to modulate and turn-in was solid; the steering was notably precise, if slightly numb.As for the numbers, the A4 S Line completed its figure-eight lap in 25.9 seconds at 0.70 average g. Those figures slightly trail the Alfa's 25.7-second lap at 0.71 average g, but the A4 took a narrow victory on the skidpad at 0.92 g compared to the Giulia's 0.91.Living With the Audi A4Treating the 2022 Audi A4 S Line the way an owner might, the car has notable strengths and room for improvements. First, the interior. This cabin is outstanding and full of tech, minimalist but not barren, and a showcase of the build quality Audi is famous for.Among our favorite details is the shifter, a beefy thing that fills your palm just right. We also have praise for the controls' layout. Where higher-end Audis utilize a secondary touchscreen for climate controls, the A4 offers elegant physical buttons and switches that are easy to operate while keeping your eyes on the road. Little details like a frameless rearview mirror elevate the A4 above range-topping trims from sub-luxury brands.A special shout-out to the volume knob just to the right of the shifter; more recently redesigned Audis swapped this setup for a quarter-sized touchpad you must approach like a DJ scratching a tiny record. We'll take a physical rotating knob any day, especially if it controls the A4's outstanding 19-speaker Bang & Olufsen audio. The system is every bit as rich and powerful as buyers fantasize about when they debate shelling out for an optional premium setup. Lower frequencies at high volumes excited a light rattle from the driver's side door panel, but we chalk that up more to the wattage sent to those speakers than the A4's otherwise seemingly stellar build quality.The back seat isn't so bad, either. Sitting behind my own driving position at 6-foot-1, I still had a couple inches between my knees and the seat back, though my head was firmly against the headliner. There is zero downgrade in material quality, though, which is to say the leather upholstery is fitting of a luxury sedan. The cupholder design in the fold-down center armrest is clever but will struggle to accommodate American-sized soft drinks.The 10.1-inch touchscreen infotainment system is the same unit you see in a six-figure Audi S8, and although the layout is intuitive and the display quick to respond, this is one area where the A4 could use work. There's no anchor point for your thumb to aid more accurate touch inputs, but that was the least of our issues.Numerous times upon starting, the screen would pop up mostly blank as if it had been tripped up loading an asset. Tapping one of the menu icons to the left returned the system to its normal operations. We also had issues with Bluetooth and wireless Apple CarPlay pairing; each took multiple attempts. Especially compared to the multimedia systems in the Tesla Model 3 and new Mercedes-Benz C-Class, the A4 infotainment doesn't look as impressive, either.Driving the 2022 Audi A4 S Line was less frustrating. This powertrain is more than capable of scooting the A4 around with alacrity, and as we mentioned, we wouldn't be surprised to find it makes an extra 50 hp or so. The steering has purposeful weight, if little feel, and though the brakes are a little grabby, after an adjustment period by the driver they're easy to modulate and trustworthy in an emergency.Two other notes. First, this is an older version of Audi's 2.0-liter turbo-four, and although it gained a mild hybrid system for the 2021 model year, it's a 12-volt system rather than the 48-volt setup in newer Audis. (Remember, the most recent A4 redesign occurred for the 2017 model year.) If the new system is jalapeno, the A4's is bell pepper.The most notable consequence here relates to low-speed behavior. Audi's auto stop-start system is imperceptible in the new-for-2022 Audi A3 but sends a rumble reverberating through the A4's body. And the A4's dual-clutch gearbox can fumble while creeping along in traffic, which isn't an issue when a more powerful hybrid system can ease you along.Second, in S Line trim with our test car's sweet-looking 19-inch wheels, the A4 rides firmly and exhibits major road noise over anything but perfect pavement. The suspension pays off in body control—the 0.9-inch drop and wider rolling stock contribute more stability in corners—but detracts from the A4's aspirations as a do-everything sport sedan. Don't expect to experience a cosseting ride home from the airport, in other words.Flawed, Still FantasticThe 2022 Audi A4 S Line can't be your everything. It's too stiff and noisy to pass as a pure luxury car, the transmission can be clumsy for performance driving, and the tech isn't quite there for 2022. Rather, the A4 S Line is for buyers who put style and sportiness first but who will happily trade the extra power of an S4 or M340i for better fuel economy and more feature content at a similar price point.Looks good! More details?2022 Audi A4 Quattro S-Line Specifications BASE PRICE $43,095 PRICE AS TESTED $55,665 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.0L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 261 hp @ 5,250 rpm TORQUE (SAE NET) 273 lb-ft @ 1,600 rpm TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 3,712 lb (56/44%) WHEELBASE 111.0 in LENGTH x WIDTH x HEIGHT 187.5 x 72.7 x 55.3 in 0-60 MPH 5.2 sec QUARTER MILE 14.0 sec @ 98.8 mph BRAKING, 60-0 MPH 111 ft LATERAL ACCELERATION 0.92 g (avg) MT FIGURE EIGHT 25.9 sec @ 0.70 g (avg) EPA CITY/HWY/COMB FUEL ECON 24/31/27 mpg EPA RANGE, COMB 408 miles ON SALE Now Show All
The Ford Mustang is the last car the brand has left standing in North America—and it's a coupe—but elsewhere, traditional four-door, three-box designs still hold some sway. Take the Chinese market, where a few of Ford sedans are currently on the menu: the Focus (which mainly looks like a ROW Focus) and the Escort (based on the second-generation Ford Focus). The new Mondeo, though, is another thing entirely—a refinement of some of Ford's greatest hits. 2022 Ford Mondeo DesignFord revealed this car back in January, but it didn't strike us then just how bold this vehicle is until reports started coming in about it starting to reach dealerships in China. After a second glance, it's worth showing to our readers, if only to appreciate what could have been. In another timeline, had the Fusion (our version of the once-global Mondeo) hung on another generation, we're sure it would have carried this design language. It's like a greatest hits collection of all the best styling ideas of the last few generations of Fords, but honed to a very fine point.Mondeo Meets MuscleThe headlights and grille look more Taurus than Fusion, but more handsome and aggressive than either, using the high-mounted running lights and separated, prominent driving lights below to give it a very contemporary fascia. We're not sure that anyone at Ford Design in China had a rival Camaro up on their idea board, but the blending of the running lights into the grille, and the separate lower elements in black separated by a body-colored strip almost seem like a successful riff on the widely panned Camaro front end. More grille up top and less below the strip does wonders to the balance of the front end. It's in profile, and from the rear, that the Chinese-market Mondeo really comes into its own. There's lots of contour, contrast, and character to the flanks of the Mondeo, particularly the very rear-drive-influenced character line high on the rear quarters. The contrasting roof makes the Mondeo look even sleeker than it actually is. And the shapely rear end, with a strong Mustang influence that marries quadrangular elements with a classic fastback lip spoiler shape to the trunklid, is superb. Without the twin integrated exhaust pipes flanking a faux rear diffuser, this could sell as a very successful Ford EV concept.Mustang Mixed InThe taillamps are particularly noteworthy, with a hint of the trendy pixelated style, similar to what we see on the Hyundai Ioniq 5, but used sparingly enough to add visual interest rather than take over the rear end as an overarching theme. The small, tasteful, and very three-dimensional vertical strakes on the taillamps also are a nod in the direction of the Mustang.Inside, a massive panel of screens floats over a restrained dash, with plenty of character—particularly in the shapely and visually interesting steering wheel. While the dash overall has significant height—we'd need to sit in one to really evaluate how the cabin feels—it looks suitably futuristic.Will the Chinese Mondeo's massive screen, muscular design language, or three-box shape cross the Pacific anytime soon? The first two are possibilities, the third seems highly unlikely. It would seem Ford doesn't yet consider any of its sedans as "Icons." In the meantime, consider the Mondeo a taste of what might have been.
toyota tundra Full OverviewProsModern technologyStandard V-6 twin-turbo engineSpacious, comfortable cabin ConsMiddling material qualityBouncy ride with Bilstein shocksIt 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 RoadThe 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 InteriorWhile 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 All
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