Displaying items by tag: Toyota

Friday, 07 January 2022 07:16

Tested: 2022 Toyota Tundra Pickup Goes Big

 

The Toyota Tundra is old. How old? It's so old, when it was introduced, the Dead Sea was just getting sick. It's so old, if you park one outside an antiques store, people will try to buy it. It's so old, it was introduced in 2007. Which is, uh, 14 years ago. The fact that Toyota still sells more than 100,000 Tundras a year is a testament to the effort it expended on that mid-2000s redesign—a 381-hp V-8 was killer then and still relevant now. But it's (long past) time for an update, and so the 2022 Tundra gets a thorough overhaul that sets Toyota up for another long production run. Maybe not 14 years this time, though.

 

2022 toyota tundra trd pro
 
 

HIGHS: Modernized interior, coil-spring rear suspension, turbocharged power across the board.

The other major hardware change concerns the rear suspension, which is now a coil-spring design. Optional air springs enable automatic load leveling but can also be manually controlled, to either lower the rear end to ease loading or raise it for off-roading. Which, given the fixed front ride height, means that the Tundra can Carolina Squat itself.

Trim levels mirror the previous-gen truck, starting with the basic SR and the volume-model SR5 and climbing through fancier Limited, Platinum, and 1794 variants. The TRD Pro is now hybrid-only, but the hybrid-adverse can build an SR5 that nearly replicates the TRD Pro's hardware. The new TRD Off-Road package includes TRD wheels and suspension (though not the Pro's Fox internal-bypass front dampers and remote-reservoir rears), along with a locking rear differential—the first time an electronic locker has been offered on a Tundra. If you want to go in the opposite direction, there's also a TRD Sport package that lowers the ride height.

 JESSICA LYNN WALKERCAR AND DRIVER

LOWS: No full-time 4WD system, no onboard generator for the hybrid, air suspension for the rear axle only.

Maximum payload is now 1940 pounds, and that almost-ton of stuff rides in a rugged new aluminum-reinforced composite bed—the "make the whole plane out of the black box" approach to bedliner. Nonetheless, Toyota still offers both a bed mat and a spray-in bedliner as accessories. Why? Because a certain group of people demand so. We won't say who, but they'd be the ones who make a bunch of money selling you a bedliner for your bed. (They'll also install a three-inch lift kit, among a portfolio of other accessories.) Those beds are available in 5.5-foot, 6.5-foot, and 8.0-foot lengths, and Tundra buyers can now pair the crew cab with a 6.5-foot bed.

From the outside, the Tundra's redesign is conservative—huge grille notwithstanding—with a definite Silverado resemblance in the cab, particularly the upward kick of the sheetmetal at the bottom of the rear side windows. But inside, it's a huge departure from its predecessor. An 8.0-inch center touchscreen is standard, but every truck at the launch event had the optional 14.0-inch infotainment screen. The navigation system is the most obvious upgrade, running a cloud-based system that will automatically store maps offline if you're heading into an area with spotty connectivity. There's also a "Hey, Toyota" virtual assistant that can understand natural questions and commands. One thing that's missing from both systems is a tuner knob for the stereo. If you frequently listen to SiriusXM or terrestrial radio, that could be a major aggravation—the hard buttons on the steering wheel scroll through presets, but not from channel to channel. Up above the rearview mirror is the switch to roll down the rear glass, which is nice for talking to hitchhikers riding in the bed.

2022 toyota tundra trd pro
JESSICA LYNN WALKERCAR AND DRIVER
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We didn't tow with the Tundra, but its 12,000-pound max tow rating is competitive with the other half-ton trucks. It also has a clever backup assist function. Drive around for a bit with your trailer and the truck learns how it behaves, then enables a mode where the truck steers the trailer straight back on whatever heading you put it on. That seems more useful than relearning how to reverse a trailer, which is essentially what Ford's backup assist requires.

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. In our testing, a TRD Pro hit 60 mph in 5.7 seconds, despite refusing to shift at redline (even in manual mode). The quarter-mile is dispatched in 14.5 seconds at 92 mph. That’s quick, but it still lags the 5.4-second zero-to-60-mph dash and 13.9-second quarter-mile we saw from the hybrid Ford F-150 Powerboost, which also undercuts the Tundra’s 6107-pound weight by 313 pounds. Fortunately, the Tundra’s coil-spring rear end helps imbue this three-ton hauler 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. The TRD Pro’s 0.71-g skidpad result qualifies as decent, given that model's Falken Wildpeak AT3W all-terrain tires.

2022 toyota tundra trd pro
 

When it's time to back off the throttle, the hybrid downplays its electrified nature. Although it's recapturing energy on deceleration, there's no display to show that, nor any Prius-style energy deployment graphic. All it has is a gauge showing how much muscle the electric motor is contributing, conspicuously paired with a similar one displaying turbo boost. Where'd that energy come from? Your Tundra won it in a game of poker, or hunted it with a bow and arrow, because that's what tough trucks do.

The fact that Toyota came up with "i-Force MAX" as a euphemism for "hybrid" is a clue that efficiency might not be the main objective here. We still don't have EPA numbers for the hybrid, but the truck's own reckoning from its trip computer put the mileage similar to the nonhybrid, which is to say high teens in mixed driving. We'd guess the i-Force MAX picks up 1 or 2 mpg in the city but doubt it betters the 22-mpg highway for the nonhybrid 4x4. The hybrid will go into EV mode at highway speeds, but with only 48 horsepower motivating a 6000-pound truck, it doesn't take much throttle to awaken the V-6.

2022 toyota tundra trd pro
Both powertrains are hushed, piping in some synthesized engine noises to provide a little drama when you dig deep on the throttle. So, whether in Eco mode or Sport+, there's a prominent growl when you floor the accelerator. It's not bad. And with the windows down, every now and then you catch the sound of the turbos spooling up.

Pricing starts at $37,645 for a rear-drive SR double cab, and the fancier trims can cross the $60,000 threshold (that's for the conventional powertrains, with the hybrid pricing as yet unannounced but presumably involving a premium). Toyota admits that it doesn't expect to outsell the domestic trucks, because if the 2007 Tundra couldn't, what would? Thus, three strategic concessions: air springs only on the rear axle rather than all four corners, no generator function with the hybrid, no full-time four-wheel-drive system that can be used on pavement. Because would any of those things convince longtime Ford buyers to jump to Toyota? Conversely, will their absence drive a loyal Tundra driver to another brand? Probably not. If the 2007 Tundra was ahead of its time, this one is of the moment—however long that should last.

Specifications

2022 Toyota Tundra TRD Pro
Vehicle Type: front-engine, front-motor, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE (C/D EST)
Base: $57,000

POWERTRAIN
twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft; nickel-metal hydride battery pack)
Transmission: 10-speed automatic

CHASSIS
Suspension, F/R: control arms/live axle
Brakes, F/R: 13.9-in vented disc/13.6-in vented disc
Tires: Falken Wildpeak AT3W
285/65R-18 116T M+S

DIMENSIONS
Wheelbase: 145.7 in
Length: 233.6 in
Width: 81.6 in
Height: 78.0 in
Passenger Volume: 117 ft3
Curb Weight: 6107 lb

C/D TEST RESULTS
60 mph: 5.7 sec
1/4-Mile: 14.5 sec @ 92 mph
100 mph: 18.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.5 sec
Top Gear, 30–50 mph: 3.5 sec
Top Gear, 50–70 mph: 4.2 sec
Top Speed (gov ltd): 107 mph
Braking, 70–0 mph: 194 ft
Roadholding, 300-ft Skidpad: 0.71 g

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 19/17/22 mpg

Published in Toyota
Saturday, 25 December 2021 05:35

2024 Toyota Compact Cruiser

 

Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

What's New for 2024?

The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

 

We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

(https://www.caranddriver.com/toyota/compact-cruiser-ev)

Published in Toyota
Friday, 24 December 2021 04:45

Toyota GR Supra 2.0 First Test: Supra or Subpar?

We put the baby Supra through our testing regimen to see how it stacks up.

Drive enough cars, and you come to realize the biggest and most powerful versions aren't necessarily the best. In fact, many of history's most celebrated cars have prioritized a balanced driving experience over outright power and speed. We wondered if this would be the case with the 2021 Toyota GR Supra 2.0, the entry-level version of Toyota's recently resurrected sports car.

The Equipment

The 2021 Toyota GR Supra 2.0 is so named because it is powered by a BMW-sourced, turbocharged 2.0-liter engine developing a punchy 255 hp and 295 lb-ft of torque. Before you jump to call it underpowered, we managed to hit 60 mph from a standstill in just 4.8 seconds. That time makes it quicker than every single other Toyota Supra we tested before the current model made its debut, including the coveted 1997 Supra Turbo, which managed the same feat in 4.9 seconds. The new 2021 GR Supra 2.0 benefits from modern tech like a slick-shifting eight-speed automatic transmission, launch control, and sticky summer tires. Its acceleration is 0.8 second slower than the more powerful 2021 Toyota GR Supra 3.0 we tested earlier in 2021.

This Supra does lack some gear that significantly differentiates it from the GR Supra 3.0, including adaptive sport suspension, an active rear sport differential, four-piston front brakes, 19-inch wheels, and larger exhaust exits. The Supra 2.0 makes do with single-piston front brakes, 18-inch wheels, and a smaller exhaust setup. Otherwise, the two variants are cosmetically identical, which is a huge advantage for folks who just want to buy a more affordable car that looks cool.

2021 Toyota Supra Turbo 2.0 First Test 37

The Drive

Aside from being quick off the line, the 2021 Toyota Supra 2.0 has impressive grip thanks to its sticky Michelin Pilot Sport 4S tires. In our skidpad testing, where we evaluate a vehicle's lateral grip, the car pulled an average of 1.0 g, the exact same as the Supra 3.0. Although it exhibits impressive road holding when the pavement is smooth, the suspension still jumps around quite a bit over rough spots, jostling everyone inside.

 

The poor manners continue under acceleration and braking. The Supra 2.0 wiggles its tail off the line, and it wants to rotate under hard braking, so it's important to be mindful of your steering and to keep the wheel pointed straight. We also noted the GR Supra 2.0 requires smooth driver inputs at all times to compensate for its twitchy nature; the car was eager to oversteer as soon as we disabled stability control for our on-track testing.

Brake pedal feel is fantastic, however, with just enough weighting and feedback to allow for reliable and predictable slowing or stops. That said, after a stretch in the canyons, we picked up noticeable brake fade, which was also evident in our track testing. After three stops of 108 feet, 107 feet, and 108 feet from 60 mph, the fourth stop took a significantly worse 124 feet.

All of this isn't to say the 2021 Toyota GR Supra 2.0 isn't entertaining to drive. At times it can be hilariously fun, especially with the massive amount of grip that enables the car to carry a huge amount of speed through corners. The steering is quick and precise, but it takes a while to get used to the numb feel. The thin rim feels great, but the swaths of plastic in its center and bottom spokes deliver a bit of an ungainly look. We also noted in daily driving and on twisty roads that the steering wheel doesn't like to unwind on its own; we had to apply a bit more force than usual to get the wheel to straighten out. This feeling of gumminess in the rack serves as another distraction within the Supra's overall fun-to-drive personality.

2021 Toyota Supra Turbo 2.0 First Test 3

Whereas the 3.0-liter Supra is more of a hot rod, the 2.0-liter car is brisk enough to be enjoyable but not so quick that you must keep lifting just to keep it near the speed limit. Still, although the smaller powerplant doesn't have the same grunt as the engine in the Supra 3.0, it still provides some satisfying power when the transmission changes gears, and you get some crackling from the exhaust when you lift the throttle. The drivetrain is very smooth and is fun to rev out, too. It's perfectly powered for more technical roads, especially with the sheer amount of mechanical grip. The sporty coupe is a joy to send through tight corners, and the best way to drive the car is to find a consistent rhythm while relying on its sticky tires, rather than braking heavily into every bend.

Sport mode adjusts the throttle response, shift tuning, and steering feel. We preferred to shift for ourselves in this mode because the transmission tuning felt overaggressive; it kicked hard while upshifting and downshifting around town or on the highway. It also didn't feel very intelligent when we used Sport mode on the track and on our test route, as it tended to avoid downshifting. Manual shifting largely solves this problem, and the paddles have a nice feel as an added benefit. In all, the Supra 2.0 is engaging if road conditions are right, but when everything isn't ideal there are enough small issues to at times lead to frustration.

Liveability, Practicality, And Features

The 2021 Toyota GR Supra 2.0 uses a Toyotafied version of BMW's iDrive system, but to get the most out of the infotainment system, which includes an 8.8-inch touchscreen, you must upgrade to the Safety and Technology package. Doing so, which costs a hefty $3,485, adds wireless Apple CarPlay (but no Android Auto). It also upgrades the sound system to a 12-speaker premium JBL setup. Navigation gets bundled with this package along with Toyota's Supra Connected Services, which includes real-time traffic monitoring, stolen-vehicle tracking, and remote services. It also buffs up the Supra's suite of safety tech, adding active driver assist systems including adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and full parking sensors with emergency braking functionality. There's enough equipment in the Safety and Technology package that most buyers will likely want to check this box when they purchase their GR Supra 2.0; the car would feel pretty decontented without it.

2021 Toyota Supra Turbo 2.0 First Test 11

Still, the 2021 Toyota GR Supra 2.0 has some crucial standard equipment that makes it a smidge nicer than the average Toyota. Keyless entry and ignition come equipped on every model, as do LED automatic leveling headlights, LED daytime running lights, and LED taillights. Other standard safety equipment includes pre-collision avoidance with pedestrian detection and lane departure warning with steering assist. The car also has heated mirrors—but no heated seats. For a vehicle with a starting price of just over $44,000, it's a light loadout of equipment.

The hatchback liftgate goes a long way in making the Supra a daily-driving option. Its trunk is deep and wide and can swallow a good number of groceries or even small furniture items. An external button for opening the trunk is absent, however, and it can be annoying to have to pull out the key to open the hatch. The Supra also has long, thick doors that make it tough to enter and exit the car in medium-sized and smaller parking spaces. This Toyota has eye-catching looks, but it also has some of the inconvenience typically associated with driving a supercar, not a moderately priced sports car.

2021 Toyota Supra Turbo 2.0 First Test 39

Is It Worth It?

As tested, this 2021 Toyota GT Supra 2.0's MSRP was $47,745, which is within striking range of a Supra 3.0 at $52,565. It put down some impressive performance numbers for a car with the base engine, but the overall driving experience isn't as refined and doesn't feel as special as you get with the more potent Supra. The numb steering and frenetic suspension tuning are negatives within what is an otherwise entertaining drive. That said, this is one of the most unique designs at this price point, and only the most knowledgeable car dorks know the difference between the 2.0 and 3.0 models. In all, the 2021 Toyota GR Supra 2.0 is a solid attempt at a driver's car. It simply falls short of greatness due to its lack of balance and refinement. We recommend sticking with the more powerful version.

(https://www.motortrend.com/reviews/2021-toyota-gr-supra-2-0-first-test-review/)

Published in Toyota
Friday, 17 December 2021 06:20

2024 Toyota Compact Cruiser

Overview

Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

What's New for 2024?

The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

As more information becomes available, we'll update this story with more details about:

  •  Engine, Transmission, and Performance
  •  Range, Charging, and Battery Life
  •  Fuel Economy and Real-World MPG
  •  Interior, Comfort, and Cargo
  •  Infotainment and Connectivity
  •  Safety and Driver-Assistance Features
  •  Warranty and Maintenance Coverage

(https://www.caranddriver.com/toyota/compact-cruiser-ev)

Published in Toyota

The Hilux entered the scene in 1968 with a mélange of Renault 4CV, Hino Briska, and Toyota parts. The Japanese automaker continued to improve the small pickup every few years until the seventh generation from 2004.

That’s when the Hilux grew into a mid-size workhorse, and believe it or not, Toyota waited until 2015 for a ground-up redesign. Facelifted in 2020, the eighth gen is expected to soldier on through 2024 as per recent reports.

w one thing for certain. Just Regardless of what rumors may suggest, we knolike the LC300 and third-gen Tundra, the brand-new model will feature a thoroughly modern body-on-frame architecture known as the TNGA-F. Alternately referred to as F1, this platform will be shared with the Prado as well as the Lexus GX and Tacoma pickup for the North American market.

Pixel wizard Kleber Silva took the liberty of imagining the 2024 model year Hilux with front-end styling from the Land Cruiser 300, and at first glance, it’s a fitting mashup. The rear could use cooler taillights, but don’t forget that nobody except Toyota knows how the mid-size pickup actually looks.

The concept artist has also rendered the interior with a similar touchscreen, instrument cluster, shift knob, center console, and dashboard as the LC300. Be that as it may, the Hilux is likely to share more interior bits and pieces with the gen-three Tundra rather than the V6-powered sport utility vehicle.

Speaking of which, the Hilux and Tacoma are getting four-cylinder engines for the lowest specifications available and V6 options for the sake of capability. The range-topping powerplant could be similar to the iForce Max of the 2022 Toyota Tundra, namely a hybrid-assisted V6 with a couple of boosty snails for superior low-down torque and work-related capability. And naturally, the outgoing transmission will be swapped out in favor of a 10-speed auto.

If we’re lucky, the Japanese automaker will sweeten the deal with the GR Hilux, a go-faster variant inspired by the Dakar Rally-winning race truck.

(https://www.autoevolution.com/news/2024-toyota-hilux-rendered-with-2022-land-cruiser-styling-cues-166101.html)

Published in Toyota
Monday, 22 November 2021 06:51

2022 Toyota C-HR

The Toyota C-HR will get many improvements for the 2022 model year. In addition to the fact that her debut took place in 2016, she still evokes emotions and draws attention to herself.
Of course, the car also has its drawbacks, but it’s still an incredibly cool car that looks even better after a facelift.

The Toyota C-HR will get new multimedia for 2022

Toyota Smart Connect is the latest system offered by the Japanese manufacturer. Compared to its predecessor, it has more power and can be connected to the services available in the cloud.

The car will have independent internet access, and best of all, data transfer will be free for 4 years. We still don't know how much the buyer of the used vehicle will pay, but I doubt it will be cheap.

Inside, there will also be a new voice assistant for better speech recognition. Unfortunately, Android Auto is still wired, while Apple CarPlay is operated wirelessly.

Published in Blog/News
Tagged under

The new fourth-generation Toyota Tacoma may be the most eagerly anticipated new truck arriving in the next few years. A lot of people love the Tacoma — sales have always been strong, and the midsize truck is more popular now than ever. Tacoma build quality is formidable, and resale values have remained absurd.

But nearly everyone who loves the Tacoma wants something more from it, whether that's better performance to challenge rivals like the Colorado ZR2 and Jeep Gladiator Rubicon, a more spacious and family-friendly cabin or better fuel economy. Toyota, then, is under an awful lot of pressure to make sure the next-gen Tacoma has more of what buyers want — without compromising on the things that made the Taco so great today.

Here's what we know right now about what the fourth-generation Tacoma will look like.

Video:

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Published in Toyota
Friday, 05 November 2021 06:55

Toyota Aygo X in the first pictures

Unlike some other brands, Toyota is not giving up on A-segment cars, so a new generation of the smallest model in their European range has been prepared.

So this is the new Aygo which now has the sloxo X in its name, which is thanks to the fact that the design of this car is partly inspired by the look of the crossover. It should be reminded that Toyota announced earlier this year with the Aygo X Prologue concept what this production model will look like.

The Aygo X was developed in Europe for European customers, and production will take place on our continent (at Toyota's factory in the Czech Republic).

The car is based on the modular platform TNGA-B, offers a more spacious and modern interior, while the drive will be taken care of by a small petrol engine.

Sales of the Toyota Aygo X will start early next year, with more details yet to follow.

Published in Blog/News
Tagged under
Tuesday, 02 November 2021 05:32

2022 Toyota Tundra Review: Better Where It Counts

 
 

The verdict: Redesigned at long last, the 2022 Toyota Tundra pickup truck prioritizes improvements for the many over novelties for the few. The lack of the latter may limit its ceiling for success, but core half-ton shoppers should find plenty to like.

Versus the competition: The new Tundra doesn’t offer the sky-high payload or towing packages, advanced driver-assist tech or sumptuous interiors you’ll find in certain other trucks. But it does spread plentiful features and excellent powertrains across all trim levels.

Fully redesigned for the first time in 16 model years, the 2022 Tundra comes in two cabs, three bed lengths, two powertrains and rear- or four-wheel drive. Trim levels and suspensions number a half-dozen each. At Toyota’s press preview in San Antonio, I spent a jam-packed day evaluating six Tundra configurations.

I’ll refer often to specific configurations, so here’s a cheat sheet up front:

  • Trim levels: In ascending order, trims are the SR, SR5, Limited, Platinum, 1794 Edition and TRD Pro. 
  • Cabs and beds: The Tundra’s extended cab, called Double Cab, has four forward-hinged doors and 6.5- or 8.1-foot beds. The crew cab, called CrewMax, comes with 5.5- or 6.5-foot beds, the latter a first for the CrewMax. A regular (single) cab remains unavailable, as no Tundra has offered it since 2017.
  • Drivetrains: Gas-only or hybrid V-6 powertrains, both turbocharged, pair with a 10-speed automatic transmission and rear- or four-wheel drive. The hybrid comes only on the CrewMax.
  • Suspensions: Passive shock absorbers with coil springs all around are standard. Rear air springs are optional, as are rear air springs with four-corner adaptive shocks. (You can’t get the adaptive shocks with rear coil springs.) Finally, three packages from Toyota Racing Development — the racier TRD Sport, trail-oriented TRD Off-Road and rock-crawling TRD Pro — build off the passive shocks and coil springs. The TRD Pro is its own trim level, while the TRD Sport and TRD Off-Road are optional packages available on select other trims.

Toyota officials said the gas-only Tundra goes on sale in December, with the hybrid coming in spring 2022.

I seldom dwell on vehicle design, but the Tundra’s hood-engulfing grille deserves discussion — or, more specifically, its framework does. Hung in contrasting color above a black lower bumper on most configurations, the frame looks like a squashed arch that runs into a black abyss. The abyss — sorry, bumper — forms a chin so prominent it seems single-handedly responsible for the 2022 Tundra’s roughly 5 inches of additional length. (Indeed, those gains are all from overhang; the wheelbase for most versions is unchanged.) It’s worth noting that mammoth grilles haven’t stopped recent Toyota models from selling like gangbusters; you can’t say the automaker played it safe.

Engines and Transmissions

Gone is the Tundra’s longstanding 5.7-liter V-8, replaced by a turbocharged 3.5-liter V-6. It’s distinct from the turbocharged V-6 of similar displacement used in Toyota’s Lexus division, officials told me, and it makes 389 horsepower and 479 pounds-feet of torque. The hybrid powertrain, which Toyota markets as i-Force Max, sandwiches an electric motor-generator and clutch into the bell housing between the engine and transmission, with combined output of 437 hp and 583 pounds-feet. The electric motor draws power from a nickel-metal-hydride battery under the rear seat, and officials said both powertrains make their advertised outputs on 87-octane gasoline.

You won’t miss the V-8. The turbocharged V-6 is as potent, pushing the Tundra to highway speeds in scant time, complete with whooshing turbochargers. Accelerator response from a stop is fairly lag-free, and engine rpm builds quickly thereafter. This is as formidable as the Ford F-150’s turbocharged 3.5-liter V-6 or the Ram 1500’s 5.7-liter V-8, to name two solid rival powertrains. And Toyota expects 20 mpg in EPA-combined fuel economy for the gas-only rear-drive Tundra. That’s competitive with similarly powered pickups, should the EPA corroborate.

If there’s any weak link, it’s the 10-speed automatic. A first for any Toyota-branded vehicle in the U.S., the 10-speed enables short gears and quick revving, but I detected a couple of clunky upshifts and consistent hesitation to downshift while already in motion. Light throttle brings single-gear kickdown without too much delay, but harder acceleration at highway speeds — shooting a gap in the passing lane to pass slower traffic, for example — incurs delays of 2 seconds or more in the driver-selectable Normal or Sport modes. 

Toyota’s a repeat offender for kickdown lag, and so it goes here. The 3.5-liter feels strongest at mid-to-high rpm, but the 10-speed delays getting there for too long. I’ve clocked half the kickdown time from the Chevrolet Silverado 1500’s excellent 10-speed; Toyota’s unit needs work.

A brief drive in the Tundra hybrid showed more decisiveness from the 10-speed — kickdown comes a little sooner, though it remains slow overall — along with even more power, particularly off the line. Toyota claims the hybrid is capable of electric-only power propulsion at speeds up to 18 mph, but it’s hard to distinguish between electric and engine power. Most of the time they seem to be working together, a characteristic I’ve also observed in Cars.com’s long-term F-150 hybrid.

Ride and Handling

The new Tundra shares underpinnings with the redesigned Land Cruiser, an SUV slated for international markets but not here. That means a fully boxed frame instead of the outgoing Tundra’s rear C-channels, plus rear coil springs in place of leaf springs. Options include air springs in back and adaptive shocks all around, the latter a worthwhile upgrade for body control. 

The air springs and passive shocks grant acceptable unloaded ride quality, with soft impacts but a degree of jittery reverb on par with most other body-on-frame pickups. (Adding payload can often improve how pickups ride, but I didn’t evaluate a Tundra thus outfitted.) The adaptive shocks clean up the jitters appreciably, though not completely, with a driver-selectable Comfort setting that mutes impact harshness further. At that, the Tundra approaches the very good ride quality in the light-duty Silverado and GMC Sierra in no small part because Toyota doesn’t pair the adaptive shocks with massive wheels and comfort-sapping, low-profile tires. Rims top out at a relatively modest 20 inches, with the accompanying tires a high-profile P265/60R20 spec. Most trim levels, including every example I tested, have that setup, though lower trims and select TRD models can come with 18s.

Available in the Tundra SR5, the TRD Sport Package has a sport-tuned version of the passive shocks and coil springs. I sampled one, and it’s not too hardcore — a touch more turbulent but still comfort-tuned, with steering too numb and slow-ratio to deserve much fun-to-drive billing. With 20-inch wheels, body-colored cladding and a half-inch lower ride height, it’s mostly an appearance package.

Off-Road

Available on  several trim levels, the TRD Off-Road Package pairs 20-inch wheels (18s on the SR5) with Bilstein monotube shocks instead of the standard twin-tube dampers. It also gets skid plates, mud guards, a locking rear differential and, if you get one with 4WD, a terrain-selection controller that optimizes various drive settings for the conditions outside. The 4WD TRD Off-Road also gets Toyota’s Crawl Control, a system popularized on the Tacoma mid-size pickup that can manage throttle for a constant, selectable speed. (You can also get the TRD Off-Road without 4WD, where it amounts mostly to an appearance package.)

On a wooded off-road course, a 4WD Limited model with the TRD Off-Road Package and Falken Wildpeak all-terrain tires managed the hilly terrain with little drama. Crawl Control bogged down a few seconds if I dropped an axle into something deep, then applied dogged throttle to get moving again. It did so without palpable wheel slippage at any corner even over some uphill rock facings without the rear locking differential engaged. With the lock engaged, the Tundra crawled off-kilter over half-buried logs with minimal wheel spin.

Want more? The TRD Pro gets 2.5-inch Fox internal-bypass shocks (the Bilsteins are 1.8 inches, by contrast), a 1.1-inch front suspension lift and a 20% stiffer front stabilizer bar. It also gets unique underbody protection for the engine, fuel tank and transfer case. Built off the Tundra Limited, the TRD Pro has 18-inch wheels with 33-inch, P285/65R18 Falken Wildpeaks — the widest of any Tundra tire. Approach and departure angles are 26.2 and 24.2 degrees, respectively, on the TRD Pro, up from 21 and 24 degrees for other trims. Note, however, that those approach angles are shallower and result from the increased overhang mentioned above: In 2021, lower-level Tundras had a 26-degree approach angle, though the departure angle was only 16 or 17, trim depending. Only the 2021 TRD Pro had a generous 31-degree approach angle and 17-degree departure angle.

Towing and Payload Capacities

Towing and payload capacities improve over the outgoing Tundra, but they can’t touch the maximum packages offered elsewhere. Payload maxes out at 1,940 pounds for the 2022 model, up from the outgoing generation’s 1,730 pounds but well short of the Silverado 1500 (2,280 pounds), Ram 1500 (2,300) or F-150 (a bonkers 3,325).

A trend among redesigned pickups is a gaggle of bed innovations ranging from useful to gimmicky. Toyota didn’t throw much at the wall, at least from the factory. The new Tundra features no onboard generator, multifolding tailgate or in-bed trunk, though a purported 51 new or redesigned accessories (plus 64 carryovers) might have a surprise or three. Higher trim levels have a nifty release button tucked into the taillights, which you can elbow to drop the tailgate if your arms are full. (See, there’s something!)

More important is the Tundra’s newly standard, aluminum-reinforced composite bed material, which might save some shoppers the expense of adding a separate bedliner. Toyota says the material resists dents and corrosion better than steel or aluminum; indeed, its gritty, spray-in feel seems moderately durable. Regardless, shoppers with serious hauling needs may want to get a liner atop this, as the material doesn’t extend up the sides.

Maximum towing capacity for the 2022 Tundra increases to 12,000 pounds under SAE International’s J2807 standards. That’s a healthy gain over the prior generation’s 10,200 pounds but short of the Detroit Three competition (12,750 to 14,000 pounds, depending on truck). Available towing aids for 2022 range from rear-facing trailer lights on the optional tow mirrors to Straight Path Assist, a system that can automatically steer the Tundra while backing up to keep your trailer in a straight path; it’s similar to the F-150’s Pro Trailer Backup Assist. I sampled SPA with a short trailer hitched astern, and it mitigates the dreaded jacknife to back up straight, provided you line the trailer up beforehand in the intended direction. Adjusting your heading is possible, but expect a learning curve.

 

The Interior

Toyota did away with the Tundra’s high-shelf dashboard for something with a few graduated layers, plus an 8- or 14-inch touchscreen that juts a little bit above it all. (The outgoing Tundra had a 7- or 8-inch touchscreen, depending on trim.) Both screens use Toyota’s new Audio Multimedia system, a version of which we first saw in the redesigned NX from Toyota’s Lexus division. It’s a straightforward unit with oversized icons, simple menu structures and a purported five times faster processing regardless of screen size. Wireless integration of Apple CarPlay and Android Auto is standard, and CarPlay works over the entire display — a problem with some of Toyota’s other oversized screens, which confine phone projection to a subset of the screen.

The dashboard controls are intuitive overall, with toggle switches for the air conditioning, an oversized volume knob with the 14-inch touchscreen and mercifully few operations buried in the submenus. Annoyingly, the 8-inch screen swaps the large volume knob for a tiny one that could evade operation with work gloves, and that’s in the trim levels likeliest to end up with contractors. Neither screen offers a tuning knob, and the rickety gear selector is like so many others from Toyota.

Cabin quality is otherwise fine, with soft-touch surfaces in areas your arms and knees touch. No trim level can match the leather-lined extravagance of a top-flight Ram 1500, a pickup so premium we named it our top luxury vehicle in 2020, but materials are class-competitive otherwise. Lower trim levels cheap out a bit, swapping in hard-touch plastics on the console sides and rear doors, but that’s to be expected among full-size trucks. The redesigned console limits knee width a tad more than in the prior generation, but the berth should still be wide enough for larger drivers; ditto for the Tundra’s wide, flat seats. Backseat knee clearance is workable in the Double Cab and generous in the CrewMax, with good headroom and cushion height regardless.

Cabin storage abounds, with console cubbies aplenty and, in most trim levels, storage bins under the pop-up rear seat cushions. Above them, the head restraints tip forward to improve visibility out back, with a camera-based rearview mirror on top trim levels to clear it up further. Still, the Tundra’s chunky B-pillars hamper visibility over your left shoulder regardless of cab style. Most trims offer a blind spot warning system, but no electronics can replace inherently good sight lines.

Safety, Driver-Assist and Other Features

The prior generation’s spotty crash-test scores from the Insurance Institute for Highway Safety don’t carry over to the redesigned 2022 model, but the agency has yet to publish anything more recent. Standard features include automatic emergency braking with pedestrian detection, plus lane departure warning with steering assist. Impressively, adaptive cruise control and hands-on lane centering, two features typically optional among half-ton pickup trucks, are standard here.

Pricing and EPA mileage remain unavailable as of this writing, but standard features are impressive. Among them are the aforementioned safety and driver-assist tech, plus the 8-inch touchscreen with wireless Apple CarPlay and Android Auto, three USB ports, one-touch power windows all around, single-zone automatic climate control and keyless access with push-button start. One curious omission is a height-adjustable driver’s seat, missing in the SR and standard SR5 grades. Absent the adjuster, some drivers may find the chair too low.

Power front seats with dual height adjusters are optional, as are dual-zone climate controls, vinyl or leather upholstery with heating and ventilation for both rows, regular or panoramic moonroofs, and a heated steering wheel with power tilt/telescoping adjustments. Optional on the SR5 and standard higher up is the 14-inch touchscreen; other tech extras include 12.3-inch virtual gauges, a 360-degree camera system, a head-up display, wireless phone charging and two more USB ports.

 

Should You Buy a Tundra?

Redesigned pickup trucks often see automakers throwing everything at the wall to see what sticks. Styling notwithstanding, Toyota played it a bit safe. The Tundra offers no hands-free steering, a feature soon available on the F-150 and GM’s updated trucks. You don’t get a host of new bed features, nor towing or payload packages that outspec a few competitors. Top trim levels are nice but not groundbreaking, and the bottom end doesn’t reprise a single cab or fleet-grade engine. The Tundra hybrid is a feat, but Ford beat Toyota to the punch on that. And the 10-speed with either powertrain needs grooming.

But the Tundra is a strong choice for the heart of the half-ton market: crew-cab shoppers who want a truck in the $40,000 to $50,000 range. The effort here is clear, with few moon shots but many concrete gains. I’m not sure the one emphasis precluded the other, but there’s only so much investment a redesign can get. For most truck shoppers, I suspect the Tundra got plenty.

(https://www.cars.com/articles/2022-toyota-tundra-review-better-where-it-counts-442119/)

Published in Toyota
Thursday, 07 October 2021 06:17

Toyota Corolla Nürburgring Edition

While we patiently wait for Toyota to finally launch the GR Corolla, the popular C-segment model has been given the Nürburgring edition in Thailand.

The reason behind this decision is to "refine" the Corolla Altis, as this model is called locally, since the Toyota Gazoo Racing Team Thailand won in its class at the 24 Hours of the Nürburgring in 2021, for the second time in a row, write Vrele Gume .

The production model launched on the basis of runners has a slightly modified body with accessories on the bumper and a unique radiator grille, similar to that of the Corolla, which triumphed in the Super Production 3 (SP3) class in the endurance race on the cult German track. Toyota has also added more pronounced side sills and a spoiler on the boot lid. There is also the inevitable fake diffuser, integrated into a slightly more aggressive rear bumper.

This model is also visually recognizable by the "Corolla Altis Nürburgring 24" markings on the front wings, with the proverbial lowered suspension after the installation of stiff springs. Toyota says that it has implemented a "gas control box" in this model, which improves the response on the pedal, but unfortunately there is no "gain" in force. This means that the 1.8-liter engine still delivers 140 hp, or 123 in the hybrid version. Regardless of the drivetrain, the transmission is a CVT, which sends power to the front wheels.

The Toyota Corolla Nürburgring Edition is not the only sports derivative on offer in Thailand, as the GR Sport version has been present for some time, with a similar starting price below $ 30,000.

 

Published in Blog/News
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