Automotive Engineering - October 2021 - 13

ROAD
READY
2022 Toyota Tundra: V8 replaced by twin-turbo V6, hybrid
The voice of the customer was clearly
heard during Toyota's development of
the all-new, third-generation Tundra pickup.
" We had multiple focus groups early
on to hear directly from them. And from a
powertrain perspective, torque, power
and efficiency were important points, "
said Mike Sweers, senior VP, Product
Development Offic, and Global Truck
Chief Engineer, Toyota North America.
Sweers' team chose a pair of 3.5-L
twin-turbocharged-and-intercooled
gasoline V6s to replace the 5.7-L V8
that was the 2021 Tundra's lone engine
choice. Each of the V6s generate more
power than the outgoing V8, which was
rated at 381 hp at 5600 rpm and 401
lb-ft (544 Nm) at 3600 rpm and mated
to a 6-speed automatic transmission.
By comparison, the 2022 Tundra's iForce
V6 delivers a preliminarily estimated
389 hp and 479 lb-ft (649 Nm).
The i-Force Max V6, which introduces a
parallel-hybrid system, more than adequately
fills in for the V8: it offers an
estimated 437 hp at 5200 rpm and 583
lb-ft (790 Nm) at 2400 rpm. The engines
mate to an Aisin-engineered
10-speed automatic transmission.
" Our new platform, both mechanical
and electrical components really allowed
us to take full advantage of the
best aspects of a turbo engine and an
electric drive motor, " explained Sweers.
The I-Force Max's motor generator with
clutch is located within the transmission
The 2022 Toyota Tundra was
designed and engineered entirely
in the U.S. and offers two twin-turbo V6s with
a composite cargo box and new coil-spring rear suspension.
bell housing (at the so-called P2 position
between engine and transmission
gearsets). Its primary mission is to provide
additional power rather than enhance
fuel efficiency. The system handles
engine start-up, electric assist,
electric-only driving and brake-energy
regeneration. The hybrid system's 288volt
nickel-metal hydride (Ni-MH) battery
is packaged under the rear seat.
The U.S.-designed, -engineered and
-assembled 2022 Tundra features a fully
boxed, steel ladder frame that provides
20% more rigidity than the outgoing
truck, Sweers noted. The steel cargo bed
of the outgoing Tundra has been replaced
by sheet-molded composite
(SMC) thermoset. " Our short bed has
five aluminum extruded cross reinforcements
and the long bed uses seven, "
Sweers said. " We also applied an SMC
inner panel to protect the high-use loading
surfaces and added a deep-section
resin spoiler for stylistic and aerodynamic
improvements, " Sweers explained.
A new double-wishbone front suspenThe
2022 Toyota Tundra
Limited cabin showing
large-screen HMI.
AUTOMOTIVE ENGINEERING
sion features reduced-offset-angle kingpins
to improve straight-line stability, he
said. A multi-link coil rear suspension
locates a live axle, the coil setup replacing
the former multi-leaf springs. The
new suspension and more powerful engines
combine to increase the truck's
towing capacity to 12,000 lb. (5443 kg)
versus 10,200 lb. (4626 kg.) for the previous
V8-propelled Tundra, engineers
said. Maximum payload capacity is 1,940
lb. (880 kg.) - a significant increase
from the 2021 Tundra 4x2 Double Cab's
1,600-1,730 lb. (725-784 kg.).
Tundra's rear suspension also freed
additional package space for an available
air-suspension system; available on
select trim levels, it permits manual and
automatic leveling functions. An optional
linear-solenoid-type Adaptive
Variable Suspension, which adjusts
damping force based on road conditions,
is a Tundra-first application.
Start of Tundra production is slated
for late 2021, at which time pricing will
be announced.
Kami Buchholz
October 2021 13
BOTH IMAGES: TOYOTA
Automotive Engineering - October 2021

Table of Contents for the Digital Edition of Automotive Engineering - October 2021
