TRD Pro suspension
TRD off-road tires and wheels
Undercover hidden winch mount system
DC Safety off-road emergency kit
Small cooler w/holder
Coleman large metal cooler
Rigid E-series light bars: 40” (roof), 30” (bumper), 10” amber (rear-facing), 10” clear (rear-facing)
Lowrance 7” GPS
RCI chase radio w/antenna
Toff spray-on liner
Smittybilt 2747 power air tank
Smittybilt 27046b Beaver step
Hunsaker 11 gallon fuel jug
Jegs Pro alum. jack, 2.0 ton w/skid
Smittybilt 9797412 XRC 12k winch, Gen 2
Smittybilt 2761 security storage
Atlas sling custom tie-downs and straps
Smittybilt 40504 Defender rack, cut and reconfigured
N-Fab custom bed cage w/tire carriers
N-Fab T0730LD front light bar w/hoop
N-Fab T074RKRQC rock rail with detachable step
Headrest TRD logo
Superior Dash carbon-fiber interior kit

Toyota takes the Tundra pickup to new places in luxury and length with its Tundrasine concept, which made its global debut today as part of Toyota’s 2015 Specialty Equipment Market Association (SEMA) Show display.

“SEMA members take their vehicles to extremes, and Toyota definitely goes to a new extreme with the Tundrasine. It stretches beyond what is normally expected of a stock Tundra,” said Steve Appelbaum, National Engagement Marketing Manager, Toyota Motor Sales, U.S.A. “SEMA is the perfect event to debut this concept vehicle that takes the best of Tundra and turns it into the pinnacle in executive transport . . . limo style.”

The vehicle started out as a Toyota Tundra 1794 Edition 4×4 CrewMax 5.7L V8 pickup. Toyota then transformed that full-size Tundra into a larger-than-life-size limousine—hence the Tundrasine’s portmanteau name.

The Tundrasine is over 26 feet in length and has a wheelbase of 235.9 inches. The exterior is painted Midnight Black Metallic, and its eight doors open to reveal a custom and functional brown leather interior, inspired by the cockpits and passenger compartments of luxury private jets.

“People have seen plenty of limousines before, but never one quite like the Tundrasine,” said Appelbaum.

The Tundra that serves as the basis for this chauffeur-driven showstopper was—like all Toyota Tundras—assembled at the company’s facility in San Antonio. “They say everything’s bigger in Texas,” Appelbaum said, “and the Tundrasine really drives that point home—or anywhere you want to go.”

The Tundrasine can be seen November 3-6, 2015, in the Toyota display booth (#24700) located in the Central Hall of the Las Vegas Convention Center at the 2015 SEMA Show.

Base vehicle: Toyota Tundra 1794 Edition 4×4 CrewMax 5.7LV8
Exterior color: Midnight Black Metallic
Interior color: Brown leather
Wheelbase: 235.9" (+ 90.2" vs. stock Tundra CrewMax)
Overall length: 319.1" (+ 90.2")
Overall height: 76.2" (no change)
Overall width: 79.9" (no change)
Track (front/rear): 67.9"/67.9" (no change)
Curb weight: 7,978 lbs. (+ 2,288 lbs.)

The full-size truck market is heating up thanks to new and upgraded entries such as the Chevrolet Silverado, GMC Sierra, Ford F-150 and Ram 1500. These models will face even tougher competition in the future as Toyota has revealed plans for a redesigned Tundra.

Speaking to Motor Trend at the Chicago Auto Show, Toyota’s North American Group Vice President and General Manager, Jack Hollis, confirmed plans for a new Tundra. When pushed for details, Hollis said the model is coming “soon” but couldn’t get more specific as plans haven’t been finalized yet.

While there’s no word on when the truck will arrive, Hollis described the Tundra as an important part of the company’s lineup. He went on to say “I’m really excited about where we’re going with that.”

Little is known about the next-generation model, but the current Tundra hasn’t changed much since 2014. Instead, the automaker has focused on variants such as the 2020 Tundra TRD Pro which debuted in Chicago with a new keyless ignition and an updated infotainment system featuring Android Auto and Apple CarPlay compatibility.

While the Tundra’s competition offers an assortment of different engines – including everything from a turbocharged 2.7-liter four-cylinder to a 3.0-liter turbodiesel V6 – Toyota only offers two V8 petrols. The entry-level unit displaces 4.6-liters and develops 310 hp (231 kW / 314 PS) and 327 lb-ft (442 Nm). Customers can also opt for a larger 5.7-liter V8 with 381 hp (284 kW / 386 PS) and 401 lb-ft (543 Nm) of torque.

It remains unclear what will power the next-generation pickup, but there have been rumors about a hybrid variant. Regardless of what’s under the hood, the redesign could help to boost sales which have been hovering at around 118,000 units annually.

[T]he current Tundra hasn’t changed much since 2014

A Toyota spokesperson announced at the 2019 Denver Auto Show that the next generation of its aging, yet capable full-size Tundra pickup is in the works, and that there will be serious alterations made to the truck.

"I can tell you that we are constantly in development for the new products, Tundra is in development, but I have no idea when we plan to launch, but I would also recommend to keep your eyes peeled on that vehicle if you see any information come out, because expect some big changes on Tundra the next time around," said Toyota spokesperson David Lee in a presentation Wednesday.

Toyota's Executive Chief Engineer of Trucks and Commercial Vehicles Mike Sweers was recently quoted in an interview stating that the upcoming Tundra will need to reduce its greenhouse gas emissions, hinting that the next Tundra may be a hybrid. Neither Sweers nor Lee have said when we'll know just what will be different with the new Tundra, but Lee pointed to Toyota's past pickup truck product cycles as a way to extrapolate when it may arrive.
"Generally, our pickup trucks normally run on a seven-year life cycle, but don't hold us to that," Lee said. "Now, the Tundra, you could have an argument about generations, but the last major change was [sic] in '14, as a '14 model, so realistically, it's getting close [to replacement]."

By that measure, the next Tundra could launch for the 2021 model year, likely in late 2020 or early 2021, though this historic product cycle does not preclude it from launching a year or two in either direction—be it the 2020 model year, or even as far out as the 2023 model year. Toyota's other, smaller pickup, the Tacoma, could also be replaced around that time.

"This [current Tacoma] came out as a '16, so maybe '22 or '23 model year should be a swap for Tacoma," said Lee. "It's currently in mid-cycle."

The phone rings. Contract driver Aaron Morvant answers and hears the familiar voice of a client. Ten minutes later, he's firing up his 2007 Toyota Tundra, tossing his travel bag in the rear, and heading north 1,300 miles to New York—and his next paycheck. Likewise, his pickup is on a dual journey, trucking towards the title of the world’s second Million-Mile Tundra.

We journeyed to Morvant's home 45 miles southwest of New Orleans a few weeks ago to hang out for a bit and talk about the truck when the call came in, cutting our visit short. Work never stops for both man and machine; at that point, the odometer read just under 996,000 miles. A week and a few long drives later, we got a text with unedited video evidence from Morvant confirming the truck's odometer rolled over to 999,999, where it will stay frozen for as long as the pickup keeps ticking. It's official—we have a second million-mile Toyota Tundra roaming the American south. And crazily enough, it's been serviced at the very same Toyota dealership as the first seven-digit truck.

That's a pretty incredible streak for Greg LeBlanc Toyota in Houma, Louisiana, and Assistant Service Manager Jackie Cutrer knows how lucky she is to have watched them pile on the miles.

“As fast as they are putting the miles on, it is as fast as we are getting excited,” Cutrer said. “We figured out about this time last year, we would be between March and April at a million miles just based on their driving habits.”

Southern Louisiana's waterways are filled with oil refineries operated by companies like Shell, Exxon and dozens of other major and minor firms. When a refinery needs a part quickly, Morvant is one of the guys they lean on to retrieve it as fast as he can. These hotshot drivers are a critical link in the massive oil supply chain—refineries lose tens of thousands, even millions of dollars every day they're offline. They don’t have time to wait, and neither does Morvant.

More than a decade ago, Morvant was working for a paper mill, daydreaming of hitting the open road. He learned about hotshot drivers and thought getting paid to drive sounded far better than working in a mill. When the facility closed unexpectedly, Morvant found himself with a chance to jump into the life. But he needed a truck, and knowing the job doesn’t allow for much downtime, he made reliability his number one priority.

“I heard on the radio that 80% of Toyota’s purchased in the last 20 years were still on the road,” Morvant said. “I needed a truck that was dependable to run as a hotshot, so this was one of those no-brainers.”

He also knew Toyota’s reputation for high-mileage vehicles from people like his friend Vic Sheppard, the first million-mile Tundra owner and fellow hotshot driver.

With his mind made up, he purchased a 2007 Toyota Tundra SR double cab with the 4.7 L V8 UZ engine (the model prior to the 4.6L V8 UR engine) built in Huntsville, Alabama, the same engine plant that produced Sheppard’s engine as well. Over the years, Morvant drove from one side of the country to the other and, on the advice of Sheppard, switched to the same dealership he used for maintenance after the first 100,000 miles.

During our brief visit, we got a closer look at his truck. Like Sheppard’s Tundra, it's simply amazing how great it looks considering the mileage. Sure, there are dents and dings: A tear in the seat bottom, and a long dent along the driver’s side near the gas tank cover thanks to a valet driver hugging a street lamp. But really, we expected a completely worn vehicle. That's simply not the case. The only real damage is inside the bed, which is to be expected considering the machine parts he's transporting are generally very heavy.

"I think this pickup’s payload rating is about 1,300 pounds," Morvant said. "I’ve exceeded that many times by quite a bit and never have had any problems."

Even with all the wear and tear, the pickup and its engine have held up quite well. He says he's on his 20th set of tires, second alternator and had his transmission rebuilt, although, he now regrets repairing it.

"I took it in to get the transmission rebuilt because it wasn’t shifting right," he explains. "Looking back at it, I probably just needed it flushed."

Toyota surrendered to a day of leaked images of its 2022 Tundra by contributing one of its own – and a good one at that – and accompanying it with a tweet saying "some people don’t know how to keep a secret."



Earlier Friday, multiple outlets shared a leaked image from among a batch that were posted on the Tundras.com forum. The most popular of the leaked images was this one, which appeared to depict a styling mock-up for the eventual TRD or TRD Pro variant, boasting punched-out fenders, black-finish wheels and all-terrain tires.



We have nothing else to share about the new Tundra apart from what Toyota has announced about its powertrain and what we've seen in spy photos. Rumors have suggested for a while that Toyota is working on a new turbocharged and electrified six-cylinder to replace the range-topping 5.7L V8. This electrification rumor was further buoyed by Toyota's use of blue in the iForce MAX logo that was teased earlier in June.

A 3.5-liter gasoline V6 with 415 horsepower and 480 pound-feet of torque will power the new Toyota Land Cruiser, with which the Tundra should share at least some of its underlying architecture. While we can't say for certain, it seems unlikely they they'd develop two six-cylinder engines simultaneously for what are ultimately similar packages and applications, so it's safe to assume that the two will share engines, perhaps with a hybrid version of the turbo-six topping the range.

Toyota's half-ton will join the Ram 1500 in being offered with a coil-sprung rear suspension, and the platform underpinning it will also be utilized for the development of the next-generation Tacoma.

Named after the treeless mountain tract located in the far Northern Hemisphere, the Tundra is the oldest full-size pickup truck in production today in the United States. The second generation rolled out for the 2007 model year, which is a lifetime for this ultra-competitive segment.
25 photos

Happily for Toyota enthusiasts, the half-ton workhorse is getting a ground-up redesign on September 19th. The Japanese automaker has finally revealed the premiere date of the all-new Tundra, but still, Toyota couldn’t spare a paragraph to offer more details on their new truck.

The press release at the end of this story takes a little jab at the “Built Ford Tough” slogan of the F-150 with the “Born From Invincible” phrase. Toyota is most likely referring to the Hilux Invincible trim level that came to be after Top Gear’s infamous antics with a 1988 model year Hilux. As a brief refresher, the diesel-powered N50 was subjected to considerable abuse, hence the Invincible moniker that Toyota is much obliged to capitalize on.

In chronological order, the Japanese automaker from Aichi first confirmed the front-end styling of the Tundra TRD Pro. Then came the iForce MAX engine, a V6 powerplant with hybrid assistance, most likely based on the force-fed tower of power of the Land Cruiser 300 Series. Considering that it’s a direct competitor for the PowerBoost-equipped Ford F-150 pickup truck, I’m willing to bet a buck on the existence of a couple of turbos.

Next up, Toyota published the first official photograph of the 2022 model year Tundra in TRD Pro flavor. This variant is rocking 32.5-inch front tires in the guise of 285/65 R18 Falken Wildpeak A/T AT3W all-terrain rubber.

That photo had also confirmed the switch to six lug nuts per wheel, translating to more payload capacity than the outgoing Tundra. As far as the interior is concerned, a high-definition touchscreen opens the list of goodies, followed by JBL audio, a sliding rear window, dual-pane moonroof, Qi-standard wireless phone charging and heated/ventilated front seats.

And finally, the all-new Tundra in TRD Pro form took inspiration from the Ram 1500 and Ford F-150 Raptor with its rear coil springs and Fox shocks.

https://www.caranddriver.com/news/a3...pecs-revealed/
A TRD off-road package is available (pictured above) and adds either 18- or 20-inch black TRD wheels, a TRD grille, Bilstein dampers, skid plates, mud guards, and a TRD leather shifter. Four-wheel-drive models with the TRD off-road package get an electronically controlled rear locking differential, MTS, and off-road cruise control. The TRD Sport package is exclusive to the SR5 model and adds 20-inch black TRD wheels, a TRD grille, lowered suspension, and the TRD shifter.

In the ever-escalating truck wars in America, where the fullsize pickup outsells every other type of vehicle, 15 years isn’t just a long time. It’s practically an eternity. But that’s how long Toyota kept its second-generation Tundra on sale, having debuted all the way back in February of 2006 for the 2007 model year. Back then, the Tundra’s 5.7-liter V8 engine’s 381 horsepower and 401 pound-feet of torque sounded impressive, the six-speed automatic was state of the art and its 10,000-pound tow rating was competitive. Today? Not so much.

It’s about time, then, for a thorough redesign. And the 2022 Toyota Tundra is exactly that — there isn’t a single nut or bolt that carries over from the outgoing truck. In place of the old truck’s V8 engine is a new twin-turbocharged 3.5-liter V6, optionally assisted by an electrified hybrid variant that’s both more powerful and more efficient. In standard form, 389 horsepower and 479 pound-feet of torque are shuttled through a 10-speed automatic to either the rear wheels or all four.

The real headline grabber, though, is the optional I-Force Max powertrain. Boosted by an electric motor that sits nestled in the transmission bell-housing behind the engine and is wired to a 288-volt nickel-metal hydride battery pack under the rear seat, a total of 437 hp (at 5,200 rpm) and 583 lb-ft (at a relatively low 2,400 rpm) make this the torquiest powertrain in its class, just ahead of the Ford F-150 PowerBoost’s 570 lb-ft.






At low speeds, the hybrid system is capable of operating solely on electricity, but the gasoline engine will automatically kick on at speeds over 18 mph. Setting the Drive Mode Select dial to Sport or Sport+ (no, we don’t expect the new Tundra to be sporty, regardless of the modes) will maximize performance from the hybrid drivetrain. Tow/Haul (for lighter loads) and Tow/Haul+ (for big trailers or boats) modes lock the engine and electric motor into joint propulsion duty and disables automatic stop/start.

Depending on trim, the ’22 Tundra can tow as much as 12,000 pounds. That’s a strong figure and one that handily outperforms the previous version’s 10,200-pound rating, but it’s bested by GMC, Ram, and Chevrolet. At the top of the heap with up to 14,000 pounds is Ford. On the positive side, Toyota says all Tundra models equipped with a hitch can tow more than 11,300 pounds, so prospective buyers won’t have to worry about adding any tow packages to earn a meaningful rating.

Besides the strong powertrain options, the next major upgrade over the old Tundra is its coil-spring, multi-link solid-axle rear suspension design. Toyota says ride comfort, straight-line stability and overall handling are all improved. Maximum payload stands at 1,940 pounds, an 11% improvement over the older leaf-spring Tundra. The front suspension is still a double-wishbone design, but it's redesigned and retuned to improve cornering performance.

Those upgraded suspension components are attached to a frame that’s now fully boxed. Just last year, Toyota was still touting the merits of its so-called TripleTech frame, which used fully boxed rails at the front, a reinforced C-channel under the truck’s cab and an open C-channel “beneath the bed for strength, ride quality, and durability.” For 2022, Toyota’s Mike Sweers, who serves as the Chief Engineer for the Tundra’s platform, said his team “had to rethink many things we’d previously done.” The new fully boxed frame boasts improved rigidity and an “overall improvement in capability” over the old version.





Also new for ’22 is a truck bed made from a sheet-molded compound. The composite material is more resistant to dents than aluminum and won’t rust like steel. This, along with aluminum cross members, results in a lightweight and durable bed.

Normal twin-tube shocks are located at all four corners of the majority of 2022 Tundras, but trucks equipped with the TRD Off-Road package are upgraded with Bilstein monotubes. TRD Pro models go further with 2.5-inch diameter FOX internal bypass shocks with piggyback reservoirs that provide a 1.1-inch lift at the front. These high-tech shocks join a unique front stabilizer bar, a beefy looking aluminum front skid plate and Falken all-terrain tires. TRD Pro trucks also get more underbody protection in the form of plastic composite skid plates. Toyota representatives we spoke to weren’t sure if the automaker will offer steel or aluminum alternatives. The Multi-Terrain Select system features low-speed Crawl Control and Downhill Assist Control, among other settings for maximum traction on various surfaces.

Optional on certain higher grades (we’ll have to wait to find out which trims specifically) will be an all-new air suspension system. It will automatically keep the rear of the truck level but can also be manually controlled with Low, Normal and High modes. That last mode is designed for low-speed off-roading; passing 18 mph will send the truck back into its Normal ride height. Similarly, Low mode is designed to ease loading and unloading, automatically reverting to Normal height over 8 mph. Adaptive Variable Suspension damping will also be offered, featuring shocks that continually adjust based on driving conditions.

Inside, Toyota has drastically improved the overall look and feel compared to the old Tundra. A new 14-inch touchscreen is the standout optional feature, offering standard wireless Apple CarPlay and Android Auto along with a new voice-operated virtual assistant activated by saying something like, “Hey Toyota.” Depending on trim, the gauge cluster is either analog with a 4.1-inch screen between dials or fully digital with a 12.3-inch panel. There’s a bevy of upholstery options that vary by trim level, including one with colored perforations on Platinum trucks or a sort of digital camouflage pattern on TRD Pro models, including one in bright red leather. That embossed camo is mimicked on the exterior plastics around the wheels and elsewhere. We have a feeling that’ll be a controversial addition.



A Multi-Terrain Monitor is included on TRD Off-Road and TRD Pro models to show obstacles to the front, side or rear using the truck’s onboard cameras. There are also cameras to show a 360-degree overhead view, a look at the truck bed, a hitch view and a split view to look at each side of a trailer. Owners who tow will likely appreciate the new power extending and folding side mirrors, Trailer Back Guidance for electronically enhanced maneuvering and Straight Path Assist, which keeps the truck backing up in a straight line.

So, there’s obviously a lot that we know about the new 2022 Toyota Tundra. But there’s still some extremely important details we’re waiting on, not the least of which are how much it will cost, how efficient it will be and how it, you know, drives both on- and off-road. But perhaps the biggest question of all is whether or not this new Tundra moves the needle far enough to compete on equal footing with the best fullsize trucks from Detroit.

Toyota seems content not to chase class-leading capabilities, relying instead on its strong (and well-deserved) reputation for durability, uniquely in-your-face designs and its superior experience with hybrid powertrains. Fortunately, we expect to get the answers to most questions within the next month or so.

The new Toyota Tundra is a big truck, no doubt about it. Well, it is a full-size pickup, which means that most drivers would expect correspondingly big numbers on its spec sheet, but the ’22 Tundra is beat by some smaller trucks in important specs, such as payload. Any single Ranger that Ford currently makes has a max payload higher than Toyota’s gnarliest new Tundra, the TRD Pro.

The TRD Pro has a max payload of 1,455 pounds, as Expedition Portal noted. The Ranger, on the other hand, will support from 1,478 pounds up to 1,905 pounds, depending on the trim. Notice that the term carmakers usually steer you towards is “up to.”

The new Tundra’s payload rating is up to 1,940 pounds, but the TRD Pro will carry much less. Funny how the “up to” phrase doesn’t apply to price, though. When discussing price, the clause is almost always “starting at.” Toyota is not the only company that does this; all carmakers do this. Phrases like “up to” and “starting at” are common practice.

But it’s a practice that, in this case, can make the Tundra’s specs confusing to those who aren’t familiar with pickups. There’s a difference between trucks that can tow and haul, and those that are considered performance trucks. The Tundra TRD Pro is very much in the performance camp.

The TRD Pro is powered exclusively by a hybrid drivetrain in the new generation model, which means the latest off-road Tundra in the lineup has to account for an electric motor and a battery. In that sense, it’s one of the few production models in the world that’s an off-road specific hybrid pickup.

If you take a look at the specs something like the Ford Raptor, you’ll see that it has an even lower payload spec of (a measly) 1,400 pounds. Clearly, there’s an inverse relationship here between off-road and and payload capabilities. But the problem with the ’22 Tundra and current Ranger is that even the Tundra’s max payload of 1,940 pounds isn’t far from the Ranger’s max of 1,905 pounds.

I’m unsure this is going to help the Tundra get out from under the shadow of the last generation’s criticisms, which mostly had to do with its towing and payload ratings being significantly lower than it rivals.

Really, though, what are you hauling that’s more than 1500 pounds anyway?

The 2022 Toyota Tundra arrived giving the truck a much-needed new generation after the previous iteration sticking around since the 2007 model year with only a few upgrades along the way. Designing a replacement was a major undertaking for the team at Toyota's Calty Design Research center. Calty President Kevin Hunter offered some insights to TheDetroitBureau.com.

For example, Hunter explains why the Tundra doesn't have a multifunction tailgate, like the various versions on the Chevrolet Silverado or Ram trucks. "Mainly, it’s because our customers use our trucks for hauling simple things like bikes and ATVs. We’re going after a recreation market, not a work market," he said.

This explanation isn't perfect, though. There's no reason that there couldn't be a multifunction tailgate with features specifically making hauling recreational equipment easier.

Hunter also provided some details about why the new Tundra looks the way it does. The design team wanted to make the truck look tougher because "nobody wants a wimpy truck on the boat ramp or hauling their camper into a camp. You want to look solid, strong and capable and that’s part of the whole attitude of driving a truck," he said.

On the inside, the design team consciously tried to make the covers for the air vents have a similar style as the front grille. Also, they started creating the cabins of the high-level trims first, so that some of the parts could show up in the lower grades and make them look nicer.

Toyota is currently working on the next-gen Tacoma, and Hunter hints that it has design similarities to the new Tundra. "There’s going to be, I think, good linkage between Tundra and Tacoma," he said.

The new Tundra arrives in showrooms before the end of 2021. Pricing isn't available yet, but the general belief is that the cost shouldn't change drastically from the current truck.

Breaking news: Trucks are a big business. More than two million Americans drove home with a full-sized pickup in 2020 alone. The Toyota Tundra hasn't historically been the most popular option compared to its domestic rivals, but even as one of the lower-rung trucks in the class (at least, in terms of sales), the company still believes that there’s a strong business case for the Tundra in the US.

So for 2022, Toyota took the Tundra back to the theoretical drawing board and came up with something that’s much different and much, much improved. Under the hood sits two brand-new turbocharged engines, inside is a totally revamped cabin, and while the new truck’s styling might not be the most beautiful we've ever seen, the 2022 Tundra should have no trouble drawing eyes. The Ford F-150 and Ram 1500 have a genuine fight on their hands.

This truck is a whole lot of face, with the massive grille taking up a ton of real estate on the front end. Toyota touts seven different grille options for 2022, each one with its own distinctive cues – but none of them are all that beautiful. The TRD Pro model keeps its iconic “TOYOTA” wordmark within a black honeycomb pattern, while the range-topping Platinum and 1794 models opt for more chrome. The base SR and SR5 models sport a simpler black mesh finish.

The TRD Pro model has the best-looking grille – which is being generous – with heavy black accents, an embedded light bar, and way less chrome. Even still, it overwhelms the front fascia with a huge black hole that immediately draws attention, making it easy to overlook the otherwise rugged cues of this neat-looking truck.

The headlights descend in a unique flowing pattern that trickles partway down the front bumper, and the Tundra's side profile is sharp too, with nearly invisible B-pillars on each side that create a Storm Trooper-like effect when paired with the Super White paint (exclusive to the TRD Pro). And the back end is tough, with a stamped “TUNDRA” wordmark on the tailgate plus vertical LED taillights that create a “C” shape surrounding black accents.

The TRD Pro model, yet again, looks the best of the bunch with all of the truck’s styling elements and angles are considered. The design employs a new “techno camo” finish on the front and rear bumpers that incorporates a unique polygonal pattern. The same 18-inch BBS wheels from last year's model carry over unchanged – they still look as good as ever – as do some of the tougher features up front.

The “techno camo” theme carries over to the cabin of the TRD Pro, positioned atop SofTex faux leather. The base SR and SR5 models offer base cloth, while leather comes standard on the Platinum and 1794 models. We parked our butts in all three during our test, and as expected, the leather on the Platinum and 1794 models felt the plushest of the bunch. The cowhide is high-quality, comfortable, and on the Platinum and 1794 models, comes with 10-way power adjustability and four-way power lumbar support, so we had no trouble finding a perfect seating position.

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.

Say goodbye to the V8 – though, you won't really miss it. The 2022 Toyota Tundra has two twin-turbocharged V6 engine options that are sublime. The first is a 3.5-liter I-Force unit that produces 389 horsepower and 479 pound-feet, which is plenty to get the truck up to speed quickly, and that powertrain even returns up to 20 miles per gallon on the highway. Throttle inputs are silky smooth, and at speed, the engine is too, with little whining or wheezing at full tilt.

The second engine option, though, is the one you want if you yearn for power. The twin-turbocharged 3.5-liter hybrid V6 – also known as the I-Force Max – produces an impressive 437 horsepower and 583 pound-feet. That engine comes paired to a seamless 10-speed automatic transmission and your choice of rear- or all-wheel drive, with part-time four-wheel drive if you select one of the TRD packages.

We won't go so far as to say the hybrid Tundra feels like a performance truck, but this pickup certainly moves with conviction. Gobs of torque are available off the line, with even smoother, quicker inputs than the non-hybrid V6. The Tundra’s hybrid engine rivals that of Ram’s 5.7-liter Hemi V8, while offering more refinement than Chevrolet’s comparable 5.3-liter V8 or Ford’s 3.5-liter EcoBoost. And unlike the Tundra’s old-school V8, this engine is quiet. It delivers power with a modest hum and a slight burble from the exhaust tips, creating a pleasant driving experience while still able to tow up to 12,000 pounds in the right setup.

Alongside ample power, the new Tundra moves around corners quite well. The truck's independent double-wishbone front and multi-link rear suspension with coil springs rival the similarly set up Ram 1500 in nearly every respect. It's comfortable, capable, and exceptionally poised. There's minimal body roll and few uncouth movements, while the steering is solid with a hefty yet responsive feel. Getting the hybrid powertrain, though, does result in overly grabby brakes, due to the blending of regenerative and friction braking. But that's the only downside we noticed in the overall driving experience.

Off the pavement, the Tundra is plenty capable. Driving a truck equipped with the TRD Off-Road package adds hill-descent and trail control, which takes one push of the console-mounted button and a twist of the knob to activate. Doing so affords the Tundra cruise control for the trail, which gives it the ability to crawl up inclines and down steep slopes without the driver having to manage acceleration or braking.

The new independent suspension offered impressive flex over deep ruts, bounding over large logs and rocks with ease. The Tundra TRD Off-Road doesn’t absorb blows as well as a true off-road truck like the Ford Raptor or Ram TRX, but the TRD Pro model does a better job of keeping up with its 2.5-inch Fox shocks and 1.1-inch front lift. But we’ll have to spend more time in that truck to see how it really compares.

As with most Toyota models, an active safety suite is standard fare. The new Tundra offers the brand's latest Safety Sense 2.5, which includes a pre-collision warning, lane tracing, road-sign assist, a lane-departure alert system with steering assist, and automatic high-beam headlights. This is the first time any active safety equipment makes its way to the Tundra, and it all works flawlessly.

On the highway with the lane-keeping assist and adaptive cruise control active, the Tundra keeps its place in the center of the lane without issue. Braking and acceleration are smooth too, with the ability to navigate around tighter twists in the road without input from the driver. This isn't fully a hands-off system, but Toyota Safety Sense 2.5 maintains its status as one of the better active safety suites available on the market today.

Toyota still hasn't released information like pricing and fuel economy for the larger engine – both should be available later in the month – but an affordable MSRP and decent fuel economy would make the new 2022 Tundra hard to ignore on all fronts. And the styling certainly won’t make it anonymous.

This pickup is powerful, poised, and comfortable, with a standard suite of active safety features that makes it easy to drive over long distances. But the Tundra is tough too, with the ability to take on tricky off-road trails thanks to its wide range of TRD trims and options, including the range-topping TRD Pro model, which is as good as ever for 2022.

For as maligned by critics as the Tundra has been in recent history, this new model is a huge improvement over the one it replaces; it’s a genuine contender in the toughest vehicle category in the world. While something like the Ford F-150 may offer more features and configurations, if you value a smooth powertrain, a great ride, and impressive in-cabin tech, the new Tundra is a surprisingly compelling alternative. It’s an all-around great truck and we're glad Toyota is taking a stand in this segment – finally.

After revealing the all-new Tundra in mid-September, Toyota is announcing today pricing details for its revamped fullsize pickup. Math for the Ford F-150 rival starts at $35,950 before the $1,695 destination fees, thus making it $1,925 more expensive than the model it replaces. The bump in price was expected given the switch to an all-new platform, twin-turbo engine, and the adoption of a multi-link rear suspension.

We also get to find out the large truck's fuel economy numbers for the gas-only engine, which returns up to 20 miles per gallon in 4x2 configuration and a slightly lower 19 mpg for the 4x4 model, with both representing the efficiency in the combined cycle. The fuel economy figures for the hybrid will be disclosed at a later date.

Before pricing for the electrified model is released, the most expensive gas version will set you back $61,020, and that's before options and destination fees. The hefty sticker price belongs to the 1794 Edition CrewMax with the 6.5-foot bed, but it might be only a matter of time before the Tundra’s maximum price could increase furthermore.

A more luxurious trim level likely to be called Capstone is expected to come as early as the 2022 model year and take on the F-150 Limited. It was spotted last month at the Toyota Motor Manufacturing Texas (TMMTX) in San Antonio with the hybrid powertrain and loads of chrome accents. A potential upscale variant with the i-Force Max could cost roughly $70,000 with all the boxes on the options list ticked.

The third-generation Tundra will arrive at dealerships before the end of the year and should be followed sooner rather than later by its SUV sibling, the Sequoia.

The smaller, next-gen Tacoma truck was spied for the first time last month and could go on sale within the next two years. The overhauled midsize pickup is rumored to be twinned with the global Hilux that Toyota sells outside of the United States.

With enthusiasm for the all-new 2022 Tundra already at a fever pitch, full-sized trucks now have a new entry at the upper echelon of the segment. The new Toyota Tundra Capstone grade provides a premium collection of features and upgrades for those looking to elevate their truck experience. As the new halo grade in the Tundra lineup, Capstone builds on the already impressive features of Toyota's all-new full-sized truck. Toyota Tundra Capstone will be arriving at dealerships in spring 2022.

Capstone: Loaded with Luxury

The new flagship of the Tundra lineup seamlessly crafts together premium, plush and power into an exceptionally loaded package. Eyes will certainly be drawn to the largest wheels ever offered on Tundra thanks to the standard 22-inch chrome rims. At its ruggedly handsome front, Capstone's unique grille features a color-keyed outer frame and a chrome inner mesh pattern complemented with subtle-yet-eye-catching chrome mirror caps, chrome "TUNDRA" tailgate inserts and chrome trim accents.

Automatic running boards welcome everyone into the premium cabin experience that is no doubt highlighted by standard semi-aniline leather-trimmed seats. Not only are the seats luxury-grade, but they also tout stylish perforation and a Capstone-only black-and-white color combination. The center console and passenger-side dash are accented with authentic Dark American Walnut with an open-pore finish that highlights the wood grain. On the dash the Walnut inlay surrounds a Capstone logo which illuminates when the doors are opened. Speaking of letting a little light in, a panoramic moonroof is standard on Toyota Tundra Capstone. To help provide an even quieter cabin, Capstone is the only Tundra grade to feature acoustic glass on the front doors for more exterior sound deadening.

Drivers will appreciate the leather-trimmed heated steering wheel and large 12.3-inch digital Multi-Informational Display. The standard 10-inch color Head-Up Display provides an option that drivers can keep eyes in line with the road ahead.

The large, 14-inch multimedia touchscreen display comes standard on Capstone, controlling the all-new Toyota Audio Multimedia system designed and engineered by Toyota's Texas-based Connected Technologies team. The new system offers an improved user experience thanks to new sight, touch and voice activation. With Intelligent Assistant available through Drive Connect, simple phrases like "Hey Toyota" awakens the system for voice-activated commands to search for directions, find Places of Interest (POI), adjust audio controls, change the cabin temperatures and more. The cloud-based native navigation system, aptly named Cloud Navigation, offered through Drive Connect allows for real-time Over the Air updates for mapping and POI, and Google POI data is integrated to ensure up-to-date search capability. The new system also supports standard wireless Apple CarPlay® and Android Auto™ compatibility.

The new Toyota Audio Multimedia allows for simultaneous dual Bluetooth phone connectivity. A Wi-Fi Connect subscription offers 4G connectivity for up to five devices by turning Tundra into an AT&T Hotspot and also the ability to link your separate Apple Music® and Amazon Music subscriptions to the vehicle with Integrated Streaming. Speaking of audio, Capstone offers an impressive 12-speaker JBL Premium Audio system for auditory delight.

For ease of entry and exit, Capstone offers standard power running boards, and it also boasts a standard power bed step for ease of entry in the truck bed. Complementing the Tundra's new multilink rear suspension system, Capstone offers available Adaptive Variable Suspension (AVS) and load-leveling rear height control air suspension.

The 2022 Capstone grade will be offered in one body configuration: CrewMax with a 5.5-foot bed. Available colors include Wind Chill Pearl, Magnetic Gray Metallic, Celestial Silver Metallic, Midnight Black Metallic, Supersonic Red and Blueprint.

Plush, But Still Tough

An elevated cabin and loaded-to-the-gills truck sitting on 22s doesn't mean performance and toughness need to be sacrificed. Capstone is powered by the impressive new i-FORCE MAX hybrid powertrain that produces 437 horsepower and 583 lb.-ft. of torque. i-FORCE MAX relies on a twin-turbo V6 engine but features a unique motor generator within the bell housing between the engine and 10-speed automatic transmission designed to provide maximum performance and maximum efficiency.

Resting on a new fully boxed, high-strength-steel frame, Capstone has a maximum towing capacity of 10,340 pounds. During towing applications, the hybrid system provides additional power and torque, while during city driving it focuses on a quiet ride with improved efficiency. For highway driving, responsive linear power delivery is the name of the game, and off-highway exploration is further enhanced thanks to peak torque performance being achieved early in the RPM range.

The new Sheet-Molded Compound (SMC) bed construction features reinforced aluminum cross members under the bed and offers added protection against dents, impact dings and rust compared to traditional steel decks. Maximum payload for Capstone is 1,485 pounds.

For added cushion for the crew, the cabin is mounted to the frame with hydraulic cab mounts. Drive Mode Select offers the driver the ability to select a driving mode depending upon preference, and standard features include settings for Eco, Normal and Sport. With available Load-Leveling Rear Height Control Air Suspension and Adaptive Variable Suspension settings expand to include Comfort, Sport S, Sport S+ and Custom. For example, using the SPORT or SPORT+ settings i-FORCE MAX makes use of the electric motor's instantaneous responsiveness. While the electric motor does the bulk of the work at lower speeds, once above 18 mph the gasoline engine assumes primary operation for excellent performance in the mid- and high-speed range. When in TOW/HAUL mode, the i-FORCE MAX system is constantly in tandem operation to provide impressive acceleration and torque for towing needs.

The view around this great looking truck is improved as well due to Tundra's plethora of cameras, displaying multiple exterior angles that are viewable from the available 14-inch touchscreen or the standard Digital Display Rearview Mirror. Whether pulling into a parking spot or trailering, drivers will appreciate Panoramic View Monitor that displays a top-down view of the truck. Views include the rear truck bed to check on cargo, a rear split view to show what's nearby on each side of the trailer and a hitch view to assist with trailer connecting.

The Towing Technology Package comes standard on Capstone, and it includes Trailer Back Guidance, which aids in overall maneuvering of trailers, as well as the Straight Path Assist feature, which is designed to ensure your truck and trailer will back up in a straight line. The available 360-degree cameras aid with visibility and tough-to-see areas around the truck and trailer. When connected with Toyota's integrated trailer brake controller, the Blind Spot Monitor can recognize blind spots for not just the truck but the trailer as well.

Toyota Safety Sense

Capstone, like all Tundra grades, comes standard with Toyota Safety Sense 2.5, Toyota's active safety system. It includes Pre-Collision System with Pedestrian Detection that features multiple enhancements over the previous generation, including not only detecting the vehicle ahead but also a pedestrian in low light, bicyclist in daytime, an oncoming vehicle and a pedestrian at intersections when making a turn. At intersections, the system is designed to detect an oncoming vehicle or pedestrian when performing a left-hand turn and provide audio/visual alerts and automatic braking in certain conditions. Emergency steering assist is an additional function designed to detect pedestrians and stabilize the driver's emergency evasive steering maneuvers and help prevent lane departure.

Tundra will be equipped with Dynamic Radar Cruise Control (DRCC). Lane Departure Alert is designed to notify the driver via audible alert if it senses the vehicle is leaving the lane without engaging a turn signal. When DRCC is set and engaged, Lane Tracing Assist is designed to assist the driver by providing a slight steering force to help center the vehicle in its lane using visible lane markers or a preceding vehicle.

Automatic High Beams are designed to detect preceding or oncoming vehicles and automatically switch between high beam and low beam headlights. Road Sign Assist is designed to recognize certain road sign information using a forward-facing camera and display them on the multi-information display (MID).

Toyota's Rear Seat Reminder comes standard on Capstone and all 2022 Tundras. The feature can note whether a rear door was opened within 10 minutes of the vehicle being turned on, or at any time after the vehicle has been turned on, with a reminder message in the instrument cluster after the engine is turned off, accompanied by multitone chimes.

In addition to the TSS 2.5 system, other standard safety features include Blind Spot Monitor which is designed to help detect and warn you of vehicles approaching or positioned in the adjacent lanes. Rear Cross Traffic Alert can offer added peace of mind by helping to detect vehicles approaching from either side while backing out and alerting you with a visual and audible warning. The Parking Support Brake is designed to implement brake control when there's a possibility of a collision with a stationary object, approaching vehicle, or while parking.

Limited Warranty and ToyotaCare

Toyota's 36-month/36,000-mile basic new-vehicle warranty applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover the powertrain for 60,000 miles and corrosion with no mileage limitation. Toyota dealers have complete details on the limited warranty. Tundra also comes with ToyotaCare, a plan covering normal factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles, whichever comes first.

The truck wars are intensifying as Toyota is ready to take on the Ford F-150 Limited with its upmarket Capstone trim level for the fullsize pickup truck. Unveiled about three weeks ago, the luxurious version has been assigned a price tag of $73,530 before destination charges. It's the only flavor of the fullsize pickup truck to cross the $70,000 threshold and costs $6,725 more than the second-most expensive trim, the off-road-oriented TRD Pro.

How does it stack up against its rival from Dearborn? Although $73,530 doesn’t make it affordable by any stretch of the imagination, it’s still considerably cheaper than the F-150 Limited. Ford is asking $79,660 for the PowerBoost Full Hybrid V6 with 4x4, thus making the Capstone a little over $6,100 more attainable.

On the flip side, you do lose some of the efficiency the electrified truck from Ford is able to deliver. The EPA has rated the F-150 Power Boost 4x4 at 23 miles per gallon, regardless of whether we're talking city or highway. As for the Tundra Capstone, Toyota estimates it will return 19 mpg city and 22 mpg highway for a combined fuel economy of 21 mpg. We'll have to wait for EPA's official numbers for a more accurate comparison.

Offered exclusively with the hybrid powertrain, the Tundra Capstone gets a heavy dose of chrome and massive 22-inch wheels or the largest Toyota has ever put on the truck. It comes only in CrewMax configuration with a 5.5-foot bed and can be had with several paint schemes, including this Wind Chill Pearl.

From automatically deployable running boards and perforated leather to a panoramic moonroof and acoustic glass for the front doors, the Capstone is lavishly equipped. That said, Toyota will charge you more for the rear self-leveling air suspension and 360-degree cameras, meaning you can drive up the price furthermore.

The fanciest Tundra of them all will arrive at dealers this spring, complete with 437 horsepower, 583 pound-feet (790 Newton-meters), a towing capacity of 10,340 pounds, and a payload capacity of 1,485 pounds.