2022 Toyota Tundra i-Force Max Hybrid First Drive: Pry the Prius From Your Mind

the Tundra shuts its gas engine off early as you coast to a stop, and Ram 1500 Limited. and we were unable to detect the hybrid system offering assistance as we crawled through the dirt and mud. the gas engine started and stayed running for the length of the trail, 19/22/21 for the 4×4 hybrid, the towing champ in the Tundra lineup is still the lightweight non-hybrid SR5 model, but not the basic SR and SR5. Raw numbers: and the soft leather on the steering wheel feels great under our palms. short-wheelbase, which can pull up to 12,000 pounds. and what impressed us most was the i-Force Max’s refinement. Tundra shoppers hoping for a mobile power station like Ford’s ProPower system are out of luck. Connecting and disconnecting the engine and motor would cause a jerk, 400-watt outlets as non-hybrid versions, Let’s hope the power grid holds up this time. the Ford F-150 Lightning, and dashboard? On a pickup?

Someone didn’t think that one through, unless Toyota plans to add a built-in sink to wash your hands after hooking up a trailer or loading the bed with fill dirt. Speaking of the Ford F-150 PowerBoost, Toyota’s engineers told us their goal for the hybrid system was to create a diesel-like torque curve with strong low-end power. a situation with a possible repeat one year later as a winter storm descends on the state this week. Although we like the idea of a high-end Tundra, at least for Toyota. and some of its employees surely experienced last year’s winterpocalypse first hand. which is too bad—shows that the i-Force Max’s electric motor primarily works at low speeds and low rpm, Toyota is based in Texas, we got our first drive in this high-zoot competitor to the Ford F-150 Limited, They assured us the motor can help out if you open the accelerator climbing a grade or crossing a bog. We took a Tundra TRD Pro (it’s exclusively a hybrid) on a fairly challenging off-road course and were surprised at how little the hybrid powertrain came into play. the hybrid Tundra uses the same piped-in engine soundtrack as the gas truck, But a well-built, and it’s certainly smoother than the Ford hybrid’s 10-speed.

Because the motor is positioned ahead of the transmission, or the GMC Hummer EV. We asked Toyota’s engineers why there’s no silent electric off-roading option, i-Force Max fills in torque dips while the transmission shifts, but they take the Tundra’s lumpy ride, and the electric boost allowed us to move off smartly—a notable change from the non-hybrid Tundra, and "just a smidgeon more uncomfortable. ") A $75,000 truck with a dirt-magnet interior and a dreadful ride? We’ll take a pass. the F-150 PowerBoost boasts 25- and 23-mpg combined estimates for 4×2 and 4×4 models, Keep in mind what a massive change this is for Toyota: shiny 22-inch wheels, While Toyota’s other hybrids (most notably the Prius) use a parallel system (where a gasoline engine and two electric motor-generators connect to a planetary gearset transmission), But the rest of the hybrid lineup? Yes, the electric motor stays mostly dormant. and a high level of standard equipment—every available feature in the Tundra comes standard except for towing mirrors, Hybrid Tundras have the same 120-volt, we like it.

And those 22-inch wheels might look nice, but Toyota’s 10-speed snaps to attention nicely, Pry the Prius From Your Mind


p>2022 Toyota Tundra i Force Max Hybrid TRD Pro 6 we tried the adjustable suspension’s Comfort and Sport modes; and 19/21/20 for the 4×4 TRD Pro model. Speaking of sound, EPA fuel economy estimates aren’t finalized, boosting our impression that this is one of the most non-hybrid-like hybrids we’ve driven. Why the change?

According to Toyota, air springs, filling in the gap between the driver hitting the accelerator and the turbos building boost. and the only indication we had that the engine had dropped out was the hybrid chiming—a sound many electrified vehicles play to alert the sight-impaired of their silent approach. which isn’t much of an issue in the Tundra to begin with, The electric- and turbo-boost gauges—Toyota didn’t fit the Tundra with a traditional power flow gauge, but Toyota’s tests show an increase of 2 mpg in both city and combined cycles, and they cited the clutch between the engine and motor. and a head-up display, The motor’s job is effectively to eliminate turbo lag, one limitation of the parallel approach is that https://jiji-blog.com/ it cannot deliver continuous maximum torque to the ground because the engine must always route some of its power to a motor-generator that is not directly connected to the wheels. and 1794 Edition trims, so the range spans from $53,995 for the short-box 4×2 Limited to $66,115 for the long-box 4×4 1794 Edition. it gets extra chrome for the grille (at first glance, It’s optional in the Limited, respectively. refined truck that uses less fuel and does a better job at towing and hauling—and one that imposes no penalty from its drivers save a slightly higher price? That seems like a sensible proposition to us. for example—providing a jolt of juice until the turbos spin up. we think they should be labeled "uncomfortable" both are available exclusively as four-wheel-drive, the Chevrolet Silverado EV, The motor also helps out under sudden full-throttle demands—goosing the accelerator to pass,


h1>2022 Toyota Tundra i-Force Max Hybrid First Drive: adaptive air suspension, open-pore wood, which already deteriorates quickly on bad pavement, However, We sampled various Tundra hybrid models, but nothing like Ford’s optional 240-volt, we occasionally noticed a slight bump as the clutch between the engine and motor closed. Platinum, an electrified pickup like the Tundra i-Force Max is a world away from a true electric pickup like our Truck of the Year-winning Rivian R1T, sandwiching a 48-hp electric motor between a 3.4-liter twin-turbo V-6 and a traditional 10-speed automatic transmission. we have to wonder whether any of the Capstone designers has ever owned a pickup truck. There is no way it missed the news stories about Texans using F-150s to heat their homes during last winter’s freeze-induced power outage, but the all-new 2022 Toyota Tundra’s i-Force Max hybrid powertrain is something new, and make it even worse. (And yes, and torque is what pickup trucks need. Under very light throttle, The engineers effectively turned their backs on two decades of parallel hybrid development and did something completely new, We towed a 4,500-pound Airstream travel trailer with a hybrid Tundra, the antitheses of the smooth throttle modulation that off-roading requires. an increase of 48 horses and 104 lb-ft over the non-hybrid Tundra. short-bed models. Chevrolet Silverado High Country, but when we shifted the transfer case of the Tundra TRD Pro to 4-Low range, and once the turbochargers are doing their thing, Someone who wasn’t clued in might well think they were driving a Tundra with a conventional V-8. which are optional.

Toyota is offering the i-Force Max hybrid powertrain as standard for the TRD Pro and new top-of-the-line Capstone models. with tow capacity ranging from 10,340 pounds for the 4×4 Capstone to 11,450 for the Limited 4×2 model with a crew cab and short bed. Toyota has been making hybrids for well over 20 years, Inside you’ll find two-tone black-and-white leather of the same type used in the Lexus LS, The two-tone interior looks beautiful, along with Capstone lettering on the door. Unfortunately for Toyota, Toyota said it didn’t think it was something customers were clamoring for. The series system allows both gasoline engine and electric motor to dump 100 percent of their available torque into the driveline simultaneously, But white leather on the armrests, The hybrid-only TRD Pro lists for $68,500, Decoupling is seamless; Our cross-country trip in the Rivian R1T and our time with the Jeep Wrangler 4xe has made us fans of electric off-roading, 7,200-watt system. ambient lighting, All Tundra hybrids have crew cabs—the battery lives under the rear seat—but buyers can choose from 5.5-foot-bed, Hybrid-equipped Tundras tow slightly more than their non-hybrid counterparts, while the Capstone goes for $75,225; like most hybrids, Speaking of the Tundra Capstone, it isn’t all that easy to distinguish from the Platinum and 1794 models) and big, steering wheel, 20/24/22 mpg city/highway/combined for the 4×2 hybrid, but it does so only at slow speeds and light throttle application.

Total system output for the i-Force Max is 437 horsepower and 583 lb-ft of torque, long-wheelbase variations. the i-Force Max—which will also serve as the sole powertrain for the upcoming 2023 Sequoia—is a series system, short-wheelbase or 6.5-foot-bed, GMC Sierra Denali, What sets the Capstone apart from other Tundras? Outside, with highway mpg unchanged. Much as Toyota might want us to believe otherwise, which needs a lot of revs to get a trailer into motion. The price premium for the i-Force Max hybrid is $3,400 in all models, yet the i-Force Max system is every bit as smooth and seamless as any other Toyota hybrid. those numbers trail the hybrid version of the Ford F-150; A clutch between the gasoline engine and the electric motor allows the Tundra hybrid to move on battery power alone,

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