Toyota’s third-generation Tundra pickup, as part of a sweeping overhaul long overdue by industry standards, receives bolder styling, more power from a hybrid powertrain, enhanced towing capacity, a robust lineup of safety features, and a new, contemporary multimedia system.
Toyota aims to close the competitive gap with Ford, Ram, Chevrolet, GMC and Nissan in a key segment where brand loyalty runs deeps.
The outgoing Tundra was introduced for the 2007 model year. Rival pickups have been retooled once, if not multiple times, since then, leaving Tundra lagging in performance, capability, infotainment and comfort.
The latest Tundra offers a choice of twin-turbocharged 3.5-liter V-6 engines. The standard powerplant generates 389 hp and 479 pound-feet of torque — notably more than Ford, Ram, Chevrolet and GMC. Nissan’s Titan packs a 400-hp V-8.
The standard engine is also available with a hybrid system that generates 437 hp and 583 pound-feet of torque. It also features a low-speed electric-only mode, available under 18 mph.
There are two driver-selectable modes — Sport and Sport+ — that use electric assist to enhance performance. Both engines are bolted to a 10-speed automatic transmission, up from six gears on the 2021 model.
The Tundra, engineered on a new global truck platform used in variations by Toyota and Lexus, is offered in Double Cab and CrewMax layout, with three bed lengths: 5.5 feet, 6.5 feet and 8.1 feet. A two-door is not offered.
We’ve rounded up some early reviews from the automotive press.
“The Tundra, believe it or not, is now ahead of the curve on engines. The Japanese brand has become the first major truck manufacturer to abandon the V-8 completely — Ford still offers a nominal one for the F-150.
The base model Tundra plant is now a twin-turbocharged 3.5-liter V-6, which puts out 389 horsepower and 479 lb-ft of torque, a bump of 8 hp and 78 lb-ft from the departing V-8. The i-Force Max hybrid upgrade ratchets that peak torque up more than 100 lb-ft to 583 lb-ft., delivers it at just 2,400 rpm — and eliminates the turbo lag.
Both engines deliver ample grunt. The 10-speed automatic transmission is so smooth and intuitive it shifts nearly imperceptibly. I can’t recall it putting a foot wrong over a full day of driving. Both V-6s even offer a bit of a growl, though that may come with a dash of artificial enhancement. If you’re thinking the hybrid will behave like a Prius, don’t. It’s basically a powerful low-end performance enhancer.
Turbocharging may be the more controversial change than losing the V-8. Central to Toyota’s quality, durability and reliability reputation has been using simple, well-trodden, naturally-aspirated powertrains. Adding turbos naturally adds stress and complexity. What that will do over time is an open question.
The counterpoint is, Toyota seldom if ever does anything rashly. They understand what their buyers want. And this isn’t an untested engine; Toyota has been working on a structurally similar 3.5-liter V-6 since it began developing the fifth-generation Lexus LS sedan, which arrived for 2018. Rolling the twin-turbo V-6 out in the Tundra, the new Land Cruiser and (potentially) the new Lexus LX now suggests it’s ready to meet Toyota standards.”
— Tyler Duffy, Gear Patrol
“The star of the show is the iForce Max engine — Toyota-speak for the aforementioned 3.5-liter V-6 with electric assist. The standard twin-turbo V-6 doesn’t lack power, but the hybrid goes big with 437 hp and 583 lb-ft of torque. The electric motor’s added instant torque is really noticeable; this truck absolutely rips when you floor it.
At parking lot speeds the Tundra will run on pure electric power, but when my right foot demands more, the gas engine kicks in right away. Lift off the accelerator and the Tundra will once again default to EV driving, and all these transitions happen seamlessly. It doesn’t shudder like some hybrids and reminds you that Toyota really knows what it’s doing with gasoline-electric powerplants.
The 10-speed transmission works just as well with the hybrid setup. Light regenerative braking changes the pedal feel, and in a full-size truck like this, it takes some getting used to. Unfortunately, Toyota has yet to announce hybrid fuel economy numbers.
Hybrid trucks are nothing new; Ford offers its F-150 with a gasoline-electric powertrain. The big difference is that Ford also packs the F-150 with an available onboard charger that can supply 2.4 or 7.2 kilowatts of power for work tools or other electric toys. You won’t find anything like that on the Tundra.
Available only with the i-Force Max hybrid powertrain, the Tundra TRD Pro has 33-inch Falken Wildpeak tires wrapped around 18-inch wheels. A set of 2.5-inch Fox internal bypass shocks with rear piggyback reservoirs live at each corner, and the front of the truck gets a 1.1-inch lift over lesser Tundra trims. Other TRD tidbits include an upgraded front stabilizer bar, aluminum skid plates, a rear locking differential and Toyota’s MultiTerrain Select and Crawl Control.
One glaring omission? Tow hooks. That’s right, on the off-road specific trim there are no tow hooks. Regardless of how good a driver you are, you’re either going to get stuck or you’ll be pulling your buddy out. So where would you attach your rope? You’ll pull off the bumper if you hook it there and it’s really not safe to use the tow hitch. Toyota’s reasoning basically comes down to aerodynamics and efficiency, but as a seasoned off-roader, this decision baffles me.”
— Emme Hall, Road Show by CNET
“With no center differential on any trim, the Tundra’s default on-pavement mode is rear-wheel drive. So, take a rear-drive truck with an open diff, 437 horsepower and 583 pound-feet of torque, and you have a recipe for massive burnouts. The hybrid will lay rubber into third gear — its rear diff is upsized, to handle all that torque — and the standard truck will smoke the tires, too. These things are going to be a handful in the rain. Fortunately, the coil-spring rear end helps imbue the 2022 Tundra with a feeling of precision that was missing in the 2021 model. The whole truck feels more taut and better in control of its mass, both sprung and unsprung.”
— Ezra Dyer, Car and Driver
brk”The Tundra has grown bigger with each successive generation. And the 2022 model is an imposing beast. The base powertrain is a more than acceptable option for most buyers, though the i-Force Max hybrid will be the clear choice for those who want to get the most out of their truck. Power comes on quickly and it gives the truck plenty of grunt, whether towing the double-axle RV I hitched up, or making a fast pass on a tight two-lane blacktop. Both engines deliver a solid, guttural roar that reminds you there’s plenty under the hood.
The 2022 Toyota Tundra’s road manners have been notably improved.
Even on base trims, the gen-four Tundra’s ride is significantly smoother than the outgoing truck. That was particularly noticeable when trailering, but the upgraded suspension also helped the new Tundra to better soak up bumps and potholes when traveling light.
The revised suspension made a big difference when it came to cornering, something I considered a weakness on the old truck. Steering, meanwhile, was precise and reasonably well connected to the road.”
— Paul Eisenstein, The Detroit Bureau
“The interior’s another big talking point, mainly because other companies have stepped up in that respect over the past decade and a half, believe it or not. Now it’s the Tundra’s turn to go premium, which it does with trims like the Platinum and 1794 Edition; those both existed before but they’re way more upscale now. Headlining these modernization efforts is the available 14-inch infotainment screen that’s standard on those two upper trims and optional on the lower SR5 and Limited models. It runs an entirely new operating system that’s shared with Lexus and has a handy suite of apps to make your life easier and your in-truck experience more enjoyable.”
— Caleb Jacobs, The Drive
“While the 2022 Tundra’s design definitely has people talking, it’s the technology inside that deserves just as much chatter. The standard infotainment screen is 8.0 inches in the base SR and mid-range SR5 models. But opting for Limited and above adds a gorgeous new 14.0-inch touchscreen that immediately stands out as our favorite setup among all full-size trucks. Yes, the Tundra’s tech is even better than the Ram 1500’s massive display.
The layout is genuinely reminiscent of a smartphone or tablet — it doesn’t feel like a manufacturer trying to play catchup with the latest tech. The clean design arranges each on-screen option within a vertical bar on the left-hand portion of the screen. From there you can quickly access navigation, music, settings, and more, with one touch. The response times are instant and the graphics are gorgeous, with large text displays and clean boxes that keep everything organized.
Wireless Apple CarPlay does come standard, but Toyota’s baked-in UI is so good that we never longed for it. The navigation was especially attractive and easy to use, with an interface that offered seamless turn-by-turn directions. And as with some luxury vehicles we’ve tested recently (read: BMW and Mercedes-Benz), Toyota has introduced a “Hey, Toyota” voice control system in the Tundra for the first time.
The “Hey, Toyota” voice function allowed us to control things like audio and navigation without having to press a single button. We’d say, “Hey, Toyota, play some Jimmy Buffett,” and the system immediately booted up Apple or Amazon Music — Spotify currently isn’t available — to play our favorite Margaritaville hit, assuming you have a subscription to either service. Or you can purchase through Toyota for a fee of about $8 per month.”
— Jeff Perez, motor1.com
“The 2022 Tundra climbs off road easily, but the wide proportions of the TRD Pro model can make it a challenge negotiating tight turns flanked by trees. Still, it’s smoother, quieter, and technologically easier than the old model.
Standard on TRD Pro, a hill descent control button enables pedal-free driving down studded slopes so you can better concentrate on the obstacles; through the console dial, you can adjust the speed from 3-18 mph or override it entirely with a press of the throttle. It lacks the jerkiness of more rudimentary systems.
The same button also enables a Crawl mode that does the same kind of low-speed cruise control but uphill. Ground clearance reaches to 10.9 inches on the TRD Pro (11.2 inches with the SR5 crew cab) and applying the High setting on the air suspension better protects its differential from getting bashed.
Available side mirror cameras project what can’t be seen between the wheels, and combined with the front camera, it gives you all the eyes you need to climb a narrow rocky ascent without a spotter. The new side mirrors also come with LED trailer lights that project rearward to illuminate the side of the trailer to ease night parking.”
— Robert Duffer, The Car Connection