First Look: 2022 Toyota Tundra and Tundra TRD Pro

The tyranny of teasers on the 2022 Tundra are finally over and the many details on the all-new truck can now be fully revealed after a first look at the third-generation Tundra — a pickup that hasn’t seen many changes since the second-gen truck debuted 14 years ago.

Revised from frame to roof, the 2022 full-size Toyota pickup breaks new ground with a hybrid engine option for several models, all of them married to a new twin-turbo V6. This marks the end to the Tundra’s V8 engine era that heralds back to the year 2000, when the 4.7L was the first-ever V8 for a Toyota pickup. That engine was a sweetheart, followed by the long-serving 5.7L workhorse.

For 2022, all Tundras get this new 3.5L twin-turbo, complete with dual intakes and water-cooled intercoolers. The engine is now paired to a 10-speed automatic transmission, replacing the old six-speed. Assembled in West Virginia, the V6 produces more torque than the old V8, delivering 479 lb-ft and 389 horsepower. When coupled with a 288V nickel-metal hydride battery nested under the rear seats, however, the boosted V6 produces 437 horsepower and 583 lb-ft of torque. That’s more than most diesels, and vastly simpler when it comes to emissions.

This “i-Force Max” hybrid uses a motor-generator with a clutch located within the bell housing between the engine and transmission, primarily to provide extra power. Toyota says it will propel the truck below 29 km/h, but also handles starting duties and supplies power for various electrical components. Standard on TRD Pro models, the hybrid will also be optional on Limited, Platinum, and 1794 models.

Toyota says even the non-hybrid engine is more fuel efficient than the outgoing V8, and claims the truck is plenty faster. Expect consumption and performance figures to be released after our first-drive test in October, just before the first, non-hybrid trucks arrive in dealerships in late November, with hybrid models arriving in March 2022. For comparison, however, Ford’s 2021 F-150 Hybrid has just slightly lower power figures and achieves about 10.5 L/100 km.

Also a first for the Tundra, the truck can now be had in Crewmax (full four-door) configuration with a 6.5-foot box. Formerly, only a 5.5-foot bed was available on the Crewmax — which keeps its much-lauded power folding rear window. Some models now even offer a full panoramic sunroof. Double-cab models get either a 6.5-foot or 8.1-foot box and a smaller rear window opening.

Not everyone will be happy that the Tundra’s cargo boxes are now composite, made from “sheet-moulded compound” and reinforced with aluminum cross members, much like the Tacoma. But those beds are durable and lightweight, if slippery at times, and a power outlet in the back is available. Bring on the bed mats.

The rear box fenders, front doors, and hood of the ‘22 Tundra are now stamped from aluminum, and the cabs on Limited and above get hydraulic cab mounts to improve ride comfort. LED headlights are standard, with projectors on upper trims, and all other lights are LED. The new shape is in keeping with Toyota’s truck language, especially the front grille. The TRD Pro gets a built-in factory light bar and unique running lights. The rear box can be accessed via a lighter and stronger tailgate (that can accommodate the weight of an ATV), opening gently with the key fob or a unique switch near the driver’s-side taillight.

There is, however, no unique step in the bumper or tailgate for accessing the bed, and tie-down points remain limited to eight, although there is LED bed lighting activated by a switch in the cab. The truck’s dimensions appear to be similar to the existing truck. Toyota says final dimensions, including weights, are to be released soon.

Assembled in San Antonio, Texas, the ‘22 Tundra finally shakes off its dated interior and makes up for lost time with a massive, 14-inch centre-mounted touchscreen. The big screen offers wireless Apple CarPlay and Android Auto and several camera views, including inside the bed, on the hitch or down the side, depending on the model.

The pinch-, swipe-, and zoom-enabled monitor is driven by Toyota’s first application of its new “Audio Multimedia System” featuring human-machine interface technology that can interact with the driver through sight, touch, or voice, aided by dual integrated cabin microphones. A virtual assistant will respond to “OK, Toyota, which way to the nearest Tim Hortons?” and such. Cloud-based navigation allows for over-the-air updates, but it’s unclear if the truck offers onboard Wifi.

Lower trims get an 8-inch touchscreen and combination digital-analog instrument cluster, while upper trims get a beautiful 12.3-inch TFT instrumentation cluster with configurable screens that also change depending on the drive mode selected. Our complaining about a lack of heated steering wheel has finally been answered, and the seats get more heating area up the backside, as well as a cooling function. Wireless charging is new and there’s far better storage in the centre console. A large dial for the radio volume remains, the rear-view mirror is improved, as are the controls for selecting 4WD; the parking brake is now electronic, engaging when shifting to Park, releasing in Drive.

Underneath, the changes are equally profound: Gone is the archaic leaf-spring rear suspension in the rear, replaced with a multi-link and coil spring setup similar to that on the new Land Cruiser 300 sold in other markets. Air suspension in the rear is, for the first time on a Toyota truck, optional. The system features automatic and manual leveling functions that are ideal for towing. Several other towing aids have been added, including onboard checks, several camera views, better lighting, and power-extending, heated tow mirrors.

The ‘22 Tundra shakes off its dated interior and makes up for lost time with a massive, 14-inch centre-mounted touchscreen

The frame — now fully boxed — incorporates more high-strength steel than ever before, and a strategic use of aluminum along with beefier cross members to increase rigidity. The rear frame has been widened to help with towing. Toyota says ride comfort and straight-line and cornering stability are all greatly improved, all of which also increased the carrying and towing power of the ‘22 Tundra.

Maximum towing is now rated at 12,000 lbs. Payload increases to a maximum 1,940 lbs. A new double wishbone front suspension is standard, with standard twin-tube front and rear shocks. TRD Off-Road models get monotube Bilstein shocks; while TRD Pro models get 2.5-inch Fox shocks with piggyback reservoirs and a host of other off-road performance upgrades, including skid plates, a 1.1-inch lift, and different stabilizer bars.

Available trims include SR, SR5, Limited, Platinum, 1794 and TRD Pro. A TRD Off-Road package is available on SR5, Limited, and 1794 models and includes 18-inch TRD wheels on the SR5 but 20-inch wheels on the Limited and 1794. The TRD Off-Road kit also includes TRD grille, TRD off road suspension, skid plates, mud guards, TRD leather shift knob, electronic rear-differential lock, multi-terrain select, and crawl control. A TRD Sport package is also available on SR5 4x4s, including 20-inch wheels, TRD grille and lowered TRD suspension.

Safety, of course, takes a big step forward — and Toyota is making all of it standard on all grades. Toyota’s Safety Sense 2.5 includes pre-collision protection and pedestrian detection (even for cyclists), emergency steering assist, radar cruise, lane departure alert, lane-keeping assist, auto high-beams, blind-spot monitoring, and rear cross traffic alert.

It’s been a long, long time since we’ve seen an all-new Tundra, one of the most reliable trucks on the road today. Not everyone will be happy to see the V8 vanish, but on paper the new engine — coupled with the new design, frame, capability, interior and other features — promises to not only please existing owners, but lure other truck buyers from the Big Three too.