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The Tundra’s towing capacity is up a full ton for 2022, although it is still beaten by domestic trucks. The Ram 1500’s maximum towing capacity is 12,750 pounds, and to achieve that figure it will need to be in a 4×2 extended cab. Meanwhile, a Chevy Silverado 1500 extended cab 4×4 can drag 13,300 pounds with the 6.2-liter gasoline V8 or its 3.0-liter Duramax diesel inline-six. Finally, a Ford F-150 4×2 can pull a record weight of 14,000 pounds when properly specified, although it’s actually the less powerful 3.5-liter non-hybrid EcoBoost that gets the job done in it. case.
In terms of payload, the Toyota is also at the bottom of this comparison. The Ram 1500’s maximum payload is 2,300 pounds, but to get it you’ll need a 3.6-liter V6 truck with the 3.55 rear axle. Meanwhile, a regular cab F-150 4×2 with the V8 can support 3,325 pounds in bed. Finally, the 2022 Chevy Silverado can carry 2,280 pounds in its box. It’s important to note that these numbers are all closer when comparing specific cab, bed, and drivetrain configurations, but since you can’t get a standard Tundra cab, for example, it’s limited to ratings of the extended cab and the crew cab. The Tundra’s maximum towing and payload values are achieved with a 6.5-foot SR5, double cab, 4×2 bed.
One area where the Tundra beats the competition is stock and available horsepower and torque. The V8 is gone for this generation of Tundra, but a powerful twin-turbo V6, similar on paper to Ford’s 3.5-liter EcoBoost, is now the base engine. All domestic trucks are also available as stripped down work vehicles with lower power outputs, although this is not the case with the Tundra; it cannot be achieved with less than 389 horsepower and 479 lb-ft of torque. The available hybrid version of this powertrain is also impressive with best-in-class ratings of 437 horsepower and 583 pound-feet of torque.
It remains to be seen whether the Toyota’s interior and exterior styling will be well received alongside vehicles like the recently refreshed Silverado. The Big Three and Toyota are also suffering from chip-related production shutdowns and cuts, so the edge will be given to anyone who can actually put trucks on dealer lots and into the hands of customers. Until the semiconductor shortage subsides – and it may take a while before it does – it might be difficult to see which Americans prefer.
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