We like our allegory tests to appear to absolute conclusions, but that didn’t appear with this one. Instead, in pitting the all-new 2022 Toyota Tundra adjoin the bestselling Ford F-150, it came bottomward to belief the details. For example: One of these auto trucks has a bigger engine, the added a bigger transmission. One has a better-looking interior; the added offers bigger functionality. Alike the aback bench factors into the equation: One has a bigger seat, the added smarter attic storage. We did administer to aces a winner, but alone by the slimmest of margins. If you were to acquirement the barter we accounted the basal of the two, we absolutely wouldn’t say you bought the amiss one.
But abundant preamble, let’s accommodated our players. For this accurate test, we absitively to sample workaday, lower-trim versions of these full-size trucks. Both featured aggregation cabs, abbreviate boxes, and four-wheel drive. Toyota beatific forth a 2022 Tundra Limited able with the TRD Off-Road amalgamation and a scattering of added advantageous stand-alone options that added up to a $60,188 sticker. Ford supplied an F-150 XLT, the truck’s one-up-from-the-bottom trim, which was priced at $58,575 and adapted with two key options—Ford’s Max Bivouac Tow amalgamation and the 3.5-liter EcoBoost twin-turbo V-6. (The barter Ford beatific was a 2021, but the 2022 F-150 is functionally identical.)
Tundra vs. F-150: A Closer Look, Outside and In
At aboriginal glance, the Ford F-150 is the hardly better-looking barter in our eyes. It appears airy and abiding of itself, admitting the Tundra is styled like it has article to prove. Although we acknowledge the creases in its sheetmetal, we can’t avoid our boring from the Tundra’s giant, broad grille, which reminds us of a jet alike missing its adenoids cone. Out back, the Tundra’s vertical taillights don’t assume to be as chip into the truck’s all-embracing design. That said, aback it comes to the details, the Toyota appears added modern, with consecutive LED about-face signals breadth the lower-spec Ford makes do with beaming bulbs. It’s arguable to be sure, but the Tundra is absolutely a artefact of the new decade, while the new-for-2021 F-150 could be 10 years old.
It’s a agnate adventure inside. The Tundra’s autogenous is added avant-garde in execution, with its massive 14.0-inch infotainment awning (optional), amply sculpted vents, and advanced piano-key switches (a acceptable abstraction aerial from General Motors). The F-150’s stereo, A/C, and council caster controls, with their dials and artificial buttons, attending ancient by comparison, but they’re arguably easier to use. The F-150’s autogenous has its allotment of bargain plastics, admitting the aggregate of its dashboard appears to be congenital of higher-quality abstracts than the Tundra employs. Alike the upholstery is a draw: Some of our testers anticipation the F-150’s two-tone bolt was way added adorable and adequate than the Tundra’s faux leather. Others said Toyota’s Sof-Tex is added flush and wondered what bedevilled Ford to put bolt seats in a $58,575 truck.
Both trucks affection behemothic centermost touchscreen infotainment interfaces, but the Toyota’s is gianter—and although that’s abundant for Apple CarPlay, we were afraid the Tundra alone lets you affectation one arrangement (audio, phone, navigation, settings) at a time, admitting the Ford will show, say, your tunes and a map simultaneously.
We begin the aback seats to be ample in both the F-150 and the Tundra, with lots of legroom and accessible admission through big doors, and both action two types of USB ports (A and C) and a 120-volt outlet. The Tundra has the (marginally) added adequate seat, with a best basal beanbag that provides bigger thigh abutment and a added airy backrest angle. But with the bench cheers bankrupt up, the F-150’s collapsed attic and fold-away accumulator bins (a $215 option) fabricated it far added advantageous and adjustable than the Tundra, which has a ample manual bulge and hard, anchored artificial binnacles.
Tundra vs. F-150: The Drive
Both of our analysis trucks were powered by twin-turbo V-6 engines—a 3.5-liter assemblage for the F-150 and a 3.4 for the Tundra (though Toyota’s sales abstract says otherwise). Note, however, that the EcoBoost agent is a $2,595 advantage in the Ford; accepted ability is a 3.3-liter non-turbo V-6 with bisected as abundant torque. The Toyota, meanwhile, gets twin-turbo ability as standard. (Both the Tundra and F-150 are accessible with an alternative amalgam powertrain, but alone Ford offers a V-8.)
The F-150 provides a lot of go for the added dough. Although its 400 hp and 500 lb-ft of torque bests the Toyota by alone 11 hp and 21 lb-ft, the aluminum-bodied F-150 weighs a quarter-ton beneath than the Tundra. In addition, both appear accepted with a 3.31:1 rear axle, but our Ford analysis barter came with no-cost alternative 3.55:1 gearing, which the Tundra doesn’t offer. All of the aloft gave the F-150 a austere acceleration advantage: We clocked the Ford from 0 to 60 mph in 5.3 seconds, which is about a abounding additional quicker than the Tundra. And Ford’s EPA ammunition abridgement numbers admeasurement 1 mpg bigger in city, highway, and accumulated measurements. Out on the accessible road, the Ford acquainted like the added able truck, and it delivered hardly bigger ammunition abridgement during our testing.
But that doesn’t necessarily beggarly the Ford’s powertrain is a far above choice. The 2022 Tundra’s 10-speed automated manual accepted to be the bigger actor, alive up and bottomward promptly and smoothly. On one narrow, arresting breadth of our analysis route, the Tundra knew allegedly which accessory to pick; prodding the F-150’s accelerator on the aforementioned amplitude resulted in a adjournment and a blunder while it approved to acquisition the appropriate ratio.
Tundra vs. F-150: Ride and Handling
The abeyance is one breadth area Ford pulled definitively ahead. Neither of these auto trucks will anytime be mistaken for an old-school Lincoln Town Car, but the F-150 provided a smoother ride, while the Tundra acquainted afraid alike over abstinent bumps. Aback the pavement got hardly worse, the Tundra’s ride got a lot worse, breakable abundant added bound than the F-150’s ride quality. This was somewhat surprising, accustomed the Toyota’s rear braid springs and lower burden appraisement about to the leaf-sprung Ford.
The Ford’s council acquainted ablaze and a bit numb, authoritative the barter easy, if not absolutely enjoyable, to maneuver. But it steered bigger than the Tundra, which acquainted beneath absolute and wandered added on the highway. Both trucks accept adaptive cruise ascendancy with lane centering, and although the Ford guided itself accurately, the Tundra had a harder time blockage centered, an acquaintance aggregate by its animal drivers. Accumulate in apperception that our analysis Tundra came with the $3,085 TRD Off-Road amalgamation featuring stiffer shocks and softer all-terrain tires. Without this package, the Toyota ability able-bodied accept had bigger ride and council qualities.
Tundra vs. F-150: Getting Into Bed
Unlike the F-150, the Tundra doesn’t accept a spray-in bedliner, but it doesn’t charge one: The Tundra’s bed is a artificial composite, which is around indestructible. There’s annihilation amiss with a metal bed like the Ford’s, but it’s eventually activity to appearance the dents and scars of adamantine use. That won’t be the case with the Tundra. Both trucks accept tie-downs in the bed walls; the Ford’s are fixed, while the Tundra offers both anchored and adaptable points.
Our Tundra analysis barter had a $385 ability amalgamation that included 400-watt outlets in the bed and a Qi wireless buzz charger in the cab, which our F-150 lacked. Ford offers 400-watt plugs for $290, but our barter came instead with the $995 ProPower Onboard amalgamation able of 2,000 watts. The Toyota additionally had a retractable tailgate step, but evetesn with it deployed, our beneath testers faced a abrupt ascend into the bed. Speaking of steep, that little footfall costs a whopping $399. Unlike the Toyota, our F-150 didn’t appear with any tailgate abetment appearance as equipped. Ford does action a affection tailgate footfall of its own for the F-150, but it’s alone included as allotment of the $695 ability tailgate package, which was missing from our truck. (Perhaps it was a acceptable affair accustomed what we apparent in our aftermost full-size auto comparison.)
Tundra vs. F-150: Towing and Carriage
In agreement of barter capabilities, Ford is the bright winner. Our Tundra, as equipped, had a best burden of 1,740 pounds and a towing accommodation of 11,120 pounds. The Ford, meanwhile, offered a 2,100-pound burden accommodation and, with its Max Trailering package, a towing accommodation of 13,900 pounds. But alike with a basal trailering package, the F-150 would still out-tow the Tundra by 180 pounds. Accommodation and accomplishment are abstracted things, though. We’ve consistently begin the F-150 to be a abiding towing platform, and the Tundra accepted aloof as competent at carriage our high-profile two-horse trailer.
We’re big admirers of Ford’s alternative Pro Bivouac Backup Assist system, and we were acquisitive to try Toyota’s version, alleged Beeline Path Assist. The key aberration amid the two is that the F-150 allows the disciplinarian to beacon the bivouac in about-face with a punch on the dashboard, but the Tundra alone keeps the bivouac activity straight. With Beeline Path Assist, already you get the bivouac acicular breadth you appetite it, you can let go of the caster and the Tundra will beacon itself in an attack to accumulate the bivouac activity in the aforementioned direction. The Tundra did a appealing acceptable job of befitting the bivouac activity straight, but really, that’s alone bisected the battle—getting the bivouac acicular in the appropriate administration is the absolute attempt for amateur trailer-backers. Ford’s arrangement (as able-bodied as Ram’s Bivouac About-face Steering) alleviates 95 percent of the all-overs of abetment up a trailer; the Toyota, maybe 50 percent. We’re baffled as to why Toyota didn’t body a complete trailer-backing solution.
Let’s Aces a Champ Already!
We doubtable from our aboriginal analysis bend that this was activity to be a abutting competition, and we weren’t disappointed. Toyota acutely benchmarked the bestselling F-150 aback developing its new Tundra, and it followed actual carefully in the Ford’s annoy tracks.
But in the end, the Ford managed to break out front, if alone by a bonanza breadth or two. The F-150 is the bigger and added adequate barter to drive (though a Tundra with the non-TRD abeyance ability be able to abutting that gap). The Ford’s autogenous is hardly nicer and easier to use, and the F-150’s aback seat, admitting not absolutely as adequate as the Toyota’s, offers added adaptability for accustomed other-than-human cargo. We like the Tundra’s boxy blended bed, but the Ford carries a lot added cargo. Both trucks are competent tow vehicles, but the Ford has added accommodation and a bigger trailer-backing system. And although the Tundra has added avant-garde administration details, the F-150 has a attending we anticipate will age better—indeed, it already seems to be accomplishing so.
Toyota admirers ability be aghast to apprentice that the new Tundra bearing is abbreviate of class-leading; in our estimation, that appellation still belongs to the Ram 1500. But in the full-size auto field, breadth breaking into the Chevy-Ford-Ram leash is a near-impossible task, arena chase the baton is conceivably the smartest move—and the 2022 Toyota Tundra is absolutely afterward the Ford F-150 very, actual closely.
Additional Place: 2022 Toyota Tundra Limited
Aboriginal Place: 2021 Ford F-150 XLT
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