The Texas-built 2022 Toyota Tundra is a serious challenger to Detroit’s bestsellers

After 22 years and two generations (excluding the T100, a full-size truck that Toyota produced eight years before the Tundra), Toyota has finally produced a pickup truck that can challenge its rivals: the new 2022 Toyota Tundra. It’s a wonder it took so long, but executives say it’s because of the company’s desire to merge three international full-size truck platforms into one, rather than home office hubris.

But this time the task of designing and building the Tundra in 2022 fell to the Americans, not the Japanese. The result? The first Toyota full-size pickup truck to seriously challenge Detroit’s bestseller, one far better than previous models, reminiscent of the Texan “all hats, no cattle” belittling.

The tundra is even built in San Antonio, while its engine is made in Huntsville, Ala.

It also explains the boldly menacing looks of the new Tundra, which is far more aggressive than previous models and is at home alongside its smaller Tacoma sibling. In fact, the new design of the tundra was inspired by the Marvel Comics superhero Iron Man.

“We knew we had to take a big step towards overall boldness and strength,” said Kevin Hunter, president of Calty Design Research, Toyota’s North American design studio. “The size is really not bigger, but the mass, the sculpture, the three-dimensional aspect of this truck goes far beyond the current truck.”

Offered in the SR, SR5, Limited, Platinum, 1794 and TRD Pro models, each 2022 Tundra is equipped with different exterior panels and four doors – smaller rear doors on the Double Cab, with a 6.5-foot or 8.1-foot -Bed or full size on the CrewMax, with a 5.5-foot or 6.5-foot bed. The loading area is made of sheet metal and the tailgate can be opened with the truck’s key ring. However, it lacks the integrated bed step or in-bed storage compartments found in competing pickups, although the truck is now built with a fully nested ladder frame with more than doubled frame cross members for added reinforcement.

Inside you will find a very spacious cabin – especially in the CrewMax models, which have a rear seat with limousine-like legroom. As you move up the food chain, each iteration gets more and more opulent, though the top trim levels seem to outplay the luxury map. This makes the Limited equipment variant an ideal choice when it comes to ambience. The wide center console offers plenty of room for any number of items, but a column-mounted gear shift lever would be desirable as the gear knob takes up space that could be used for other things.

The 2022 Tundra has a 14-inch monitor in the dashboard.(Toyota)

The supportive seats are wide and flat. You stand in front of a horizontal instrument panel that makes the already wide tundra appear even wider, an impression that is reinforced by the massive 14-inch touchscreen. Its new America-designed infotainment interface has a clean, logical design that collides with the 12.3-inch digital instrument, a Japanese-designed mess that is confusing for quick reading. Better to stick with the traditional traditional instrument cluster and its more useful 4.2-inch digital display.

But other technologies are much improved. There are standard wireless Apple CarPlay and Android Auto, as well as Toyota Connected Services with voice commands. In addition, cameras around the truck keep an eye on your trailer and can optionally help when reversing.

All of this is powered by a twin-turbocharged, intercooled, double overhead camshaft V-6 developing 389 horsepower and 479 pound-feet of torque, with maximum torque kicking in at 2,400 rpm.

Referred to as the “I-Force”, it is also available as the “I-Force Max”, the same engine with a 48-horsepower electric motor placed between the engine and the transmission and powered by a nickel-metal hydride battery under the stern will seats. (This space is a storage space under the seat on non-hybrid models.) Both drivetrains are connected to a 10-speed automatic transmission that has a maximum payload of 1,940 pounds and a maximum pulling force of 12,000 pounds.

Regardless of the powertrain, you’ll find the Tundra delivers the grunt you need, with a remarkably smooth ride and a blessedly quiet cabin. It drives smaller than its size suggests, with the shape of the hood making it easier to put on the front end.

The Tundra uses double wishbone front suspension and multi-link coil spring rear suspension with twin-tube shock absorbers on each corner. They make a noticeable difference, especially off-road, where they ensure considerable courtesy when diving into deep humps, when crossing streams, when climbing over tree trunks or when powering over gravel. This applies in particular to the all-terrain TRD Pro with FOX internal bypass shock absorbers with a diameter of 2.5 inches, which reduce the extreme pitching that can occur when running through the jungle. Of course, the electronic rear axle locking differential, Multi-Terrain Select and Crawl Control also played a role.

While there’s nothing revolutionary or surprising here, the new Toyota Tundra 2022 offers a really competitive alternative to pickups from GM, Ford, Stellantis and Nissan.

These tundras provide the muscle strength most buyers need in a truck that doesn’t look like the one in its neighbor’s driveway.

The Tundra is powered by a double-charged and intercooled double overhead cam V-6 that has an output of 389 horsepower and 479 pound-feet of torque, with maximum torque killing at 2,400 rpm. (Not in the credits / RELATED PRESS)

2022 Toyota Tundra

Base price: not announced

Engine: 3.5-liter DOHC V6 with twin turbocharging and intercooling

HP / torque: 389/437; 479/583 with hybrid assistant

EPA fuel economy (city / highway): Certification pending

Required fuel: 87 octane

Length / Width / Height: 233.6-252.5 / 80.2 / 78 inches

Ground clearance: 9.3-11.2 inches

Payload: 1,510-1,940 pounds

Towable weight: 11,300-12,000 pounds

Larry Printz, Tribune News Service (TNS)

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