The brand new 2022 Toyota Tundra finally ushered in all its glory! What has Toyota done to stay competitive in this very difficult American full-size pickup truck market? They redesigned or updated every component and part. They did not leave any bolts and nuts. The new Tundra offers more power, more features, more technology and more luxury than ever before. Here are all the details!
The truck has a new exterior design, a new full-box steel ladder frame, an aluminum reinforced composite bed and a multi-link rear suspension. 2022 Tundra offers double cab or full-size double row cab configuration. The size of the bed ranges from 5.5 feet to 6.5 feet and 8.1 feet. Toyota said that because the frame is new and stronger, the suspension has been fully updated to provide confidence on the road and off-road capability. All new Tundras will use an independent front suspension and a solid rear axle, with coil springs or air suspension at the rear.
We have not had a chance to drive a new tundra. When we do this-we will pass many real-world towing and off-road tests.
What’s under the hood of this new truck? There are two twin-turbocharged gas V6 engines to choose from. The basic engine is the new i-FORCE 3.5-liter TT V6 with a rated power of 389 horsepower and a torque of 479 pound-feet. Compared with the upcoming 5.7-liter V8 engine, this new twin-turbocharged engine can provide greater horsepower and greater torque.
If you desire more power, you can use the new i-FORCE MAX twin-turbocharged V6 equipped with an electric motor. When measured with conventional 87-octane fuel, this Tundra hybrid can produce 437 hp at 5,200 rpm and 583 lb-ft of torque at 2,400 rpm. This combination provides the maximum torque of any other current half-ton pickup truck. The Tundra hybrid is also more powerful than the Ford F-150 hybrid it will compete with. (The F-150 Powerboost hybrid provides 430 horsepower and 570 pound-feet of torque.)
Both powertrain options are paired with the new 10-speed automatic transmission. The transmission is AT (also known as ECTi) with intelligent electronic control. It provides sequential manual shift mode, uphill/downhill logic and two traction/traction modes (more on this later).
The basic twin-turbocharged V6 engine is made of aluminum blocks. The precise displacement is 3,445 cc, the bore is 85.5 mm, and the piston stroke is 100 mm. The 24-valve double overhead camshaft is driven by a chain and double VVTi (intelligent variable valve timing) is used to obtain power and efficiency. There is a water-cooled intercooler system to control the turbine temperature. Toyota engineers designed the engine block, pistons, valves and exhaust manifolds to optimize cooling and efficiency. They keep reliability and performance in mind. We will have to pass these new Tundra engines through a series of real-world tests to find out its true components.
The I-FORCE MAX hybrid power system uses the same twin-turbocharged V6 engine, but adds an electric motor/generator with a clutch that is sandwiched between the engine and the gearbox. This allows low-speed pure electric drive, power assistance during rapid acceleration or towing, and energy regeneration. Hybrid vehicles use 288V sealed nickel metal hydride (Ni-MH) batteries, which are packaged under the rear passenger seats. The total capacity of the battery is 1.87 kWh, which does take up the entire storage space under the rear seats.
2022 Tundra will provide three different bed lengths. All these beds are made of the latest sheet molding compound (SMC) composite material. Toyota says it can resist dents, clinks, and will not rust like a traditional steel bed. This is the next-generation composite material currently used in Toyota Tacoma beds.
The tailgate is lighter. Its weight is about 20% less than before. Each decoration of the new Tundra has a tailgate release button on the remote control key. Some decorations in the new tundra
The new chassis, light bed components, engine and suspension allow a maximum towing capacity of 12,000 pounds and a maximum payload of 1,940 pounds. The new Tundra offers not one but two traction/traction modes. The standard towing/towing mode is suitable for lighter loads and smaller trailers. The Tow/Haul+ mode further modifies the throttle response for towing or towing heavier loads. On trucks equipped with hybrid power, the towing/towing mode also disables the automatic engine start/stop function.
there are more. The advanced towing kit also includes a retractable front chin spoiler that improves the overall aerodynamic profile and is designed to provide slightly higher efficiency when towing a trailer.
As we already know, the 2022 Tundra retains its unique feature-the full-length foldable rear window on the two-row seat model. The shorter dual-cab truck has a smaller, more traditional sliding rear window. Installing a full-length rollable rear window on a two-seater truck is a huge challenge. Toyota said they paid special attention to the aerodynamic characteristics of the cab roof and the rear edge of the cab to reduce backflow and help prevent dust or other debris from being blown back into the cab when the windows are open.
Since 2022 Tundra provides advanced gas/hybrid power systems, you may expect it to also provide high-power inverter/generator functions-similar to F-150 PowerBoost hybrid vehicles. The maximum 120 volt power outlet output is currently set to 400 watts. Ford provides a built-in inverter system with output power between 2,000 and 7,200 watts. When asked, Toyota stated that the 400-watt inverter system is sufficient to meet customer needs. They are looking for future potential solutions that are affordable, reliable and practical.
Since this is a brand new truck, it has a brand new and redesigned interior. All the trucks we have access to display the new 14-inch central infotainment system. Ram and Ford recently started using 12-inch screens. GM (Chevrolet) is upgrading to a 13.4-inch screen. Toyota’s screen area is now 14 inches, horizontal/landscape. The truck infotainment system is supported by the company’s latest software, which will debut on the 2022 Lexus NX for the first time. 2022 Tundra is the first Toyota car to switch to the latest operating system and human-machine interface.
Compared with the previous generation Tundra, this is a huge leap in technology and ease of use. The large screen provides a lot of space for clear graphics, and most of the main functions are within one or two clicks. Switching between navigation, phone integration, and music/entertainment is very easy. The climate control is a row of individual hard buttons and controls at the bottom of the screen. There is also a large volume control knob. In addition, there is a natural language voice control system. You can ask the truck about the weather forecast, current fuel efficiency, changing music channels, and more. It also provides wireless Apple Car Play and Android Auto integration.
The new 2022 Tundra will provide the following decoration levels: SR, SR5, Limited, Platinum, TRD Pro and 1794 version. Although all trim levels will use a new chassis and multi-link rear suspension, not all trim will provide a large infotainment screen or digital instrumentation. However, all of these have got their unique exterior decoration and interior materials and processing.
Pricing has not yet been announced, but Toyota said that the new 2022 Tundra will be produced and sold in 2021.
The new Tundra uses a new multi-link rear coil spring suspension. The leaf springs of the previous generation trucks are gone. Toyota said that the latest suspension design improves ride comfort, straight-line stability, handling and traction. For example, towing capacity increased by 17.6% to 12,000 pounds. The payload capacity has increased by 11% to 1,940 pounds.
How does this new Tundra suspension compare to the competition? For many years, stamped trucks have been using a five-link rear coil spring suspension. The new third-generation 2021 Ford Raptor has switched to rear coil springs. However, most Ford F-150, Chevrolet Silverado, GMC Sierra and Nissan Titan pickups still use rear leaf springs.
The front part adopts double wishbone independent A-arm suspension device. Certain front suspension components are enlarged or shifted. It is said that the latest components and geometry can improve high-speed stability and reduce body roll during cornering.
The new Tundra will use dual-tube shock absorbers as standard equipment. TRD off-road trucks use Bilstein monotonic impact to improve damping. Tundra’s most suitable for off-road TRD Pro version is equipped with a 2.5-inch diameter FOX internal bypass shock absorber. The TRD Pro truck has a 1.1-inch front suspension lift. The front and rear FOX shock absorbers have a backpack-type fuel tank and FOX’s latest PTFE low-friction oil, which can improve on-road and off-road performance.
But wait there is more. The multi-link rear suspension design allows Toyota to provide optional air suspension for the rear of the truck. Provides a variety of height settings: low, normal and high. The high-air suspension setting is intended for slower off-road situations. When the vehicle speed exceeds 18 MPH, the suspension will automatically return to normal mode. Low height means easier loading and unloading. When the speed exceeds 8 MPH, the low setting will automatically return to normal mode.
But wait there is more. There is also an optional Adaptive Variable Suspension (AVS) system that uses shocks equipped with solenoid valves for continuously variable damping based on conditions. The idea is similar to the CDC in the GMC truck and the CCD suspension system in the new Ford F-150 truck.
The truck was designed in North America by the Toyota team at Calty Design Research in California and Michigan. According to Toyota, the engineering development of this truck was carried out in Michigan, Arizona and California.
Post time: Sep-22-2021
