2022 Tundra

This I why I never liked to buy used turbo vehicles, unless I knew the owner, would hurt resale value to me

 

How many times do you really go from hard pulling or high speed driving to turning your truck off? Just pulling off the highway and into McDonalds, there should be enough slow speed/idling to cool them down. It only says a minute so by the time you get on the off ramp, stop at the stop light and turn into McDonalds, you've got your minute of slow speed/idling done.

 

I do agree with Mike Sweers in the podcast though when he basically said that Toyota is more conservative with their numbers and that it may not be the top of the towing numbers, but you can safely tow at the Tundra's limit whereas when you are towing 14,000 lbs with the Ford, you maybe white knuckling it. That's also why the payload doesn't bother me as much as others. When I go hunting, I have 3-4 250+ lbs guys in the truck, the bed is loaded up with a couple hundred pounds of gear and then we have a trailer with a 4 man ranger on it. We are easily over the payload yet all you get is a little sag. Driving down dirt roads, you don't touch the bump stops and there is no lightness in the steering at all.

 

Thanks to the staff for this.

 

I'm not knocking your choice of truck, just that your purchase amount (mindset of its value) encourages the bean counters to continue to charge a higher amount than what the market "should" for a truck spec'd to this level. Spending 80k doest mean the truck will last. You driving Mercedes for so long probably experienced that 1st hand.

I meant no disrespect to you and I sincerely hope you get something your happy with. Enjoy retirement .

No idea what your point is, but 90k on a 1 ton work truck that can haul near 20,000 lbs seems like a business expense. Skid steer is 70k and up. It's a tool used to generate cash flow.

Never said I wasn't happy, and I did not mean to come across as condescending. It's a trend that is unfortunate. TFL even spoke of it as their #1 truck complaint. This price creep is crazy and the Pro price tag is not a value anymore. It's stickers, little orange lights, one piece of stamped metal, and slightly better shocks. All this for 10 plus thousand over a similar spec'd non trd pro (platinum/limited). Now in this new model, the pro is labeled the very top of the line, which means it will command top of the line prices. That's ridiculous in my opinion.

70-90k is TRX and Raptor or 3/4 or 1 ton territory. Not a sticker and shock packaged middle of the pack v6 1/2 ton.

Even the premium hybrid version doesn't use the latest battery tech. But your being charged cutting edge prices...

 

You'd think there would be an SR6 by now.... and come to think of it when is WD-41 coming out?

 

Didn't Ford make some V8 sounds come out of the audio system on the V6 Raptor?

 

It should be a SR10 now. The "5" in SR5 stood for 5-speed when the "Sport Rally 5-speed" came out the first time.

 

I don't know about the Raptor, but I know on the ecoboost Mustang and Ranger they pipe 302 v8 sounds into the cab. They've had sound tubes in cars for decades.

 

Just to compare the difference from what we all saw with the photoshop of how the 2022 Tundra would look to what "almost" production looks like.


O.S.T.

 

I prefer the grill and whole front end on the rendering

 

Why is he using the tailgate to prop up his elbow? Looks like a photoshopped fly fisherman next the truck.

 

I absolutely will not buy a used turbo vehicle...Same for diesels...

 

Now that we know what the Tundra will look like.

I have a question with everyone who wants to get the TRDPro Tundra. How long will the big azz battery last? Even better question, how much will it cost?

IIRC, The Toyota Highlander battery cost north of $9K, don't remember what year but just did a search.


Just something to think about.



O.S.T.

 

The batteries are probably good for 150K I would think

 

Great points on positives and a negatives. I almost think some of the engineers never used a pickup truck for actually work. Or did they purposely not build in items so the aftermarket can keep up sales?
https://m.youtube.com/watch?v=yd50aAqaJTQ&feature=youtu.be

 

After watching the Video with the head engineer it seems clear to me that he thinks this is exactly that though?

I think it is all in your point of view?!

 

Ummm, stopping for fuel.

 

that’s the point. From the point of coasting to the off ramp and driving to a gas station a block away you have been driving slowly for a minute and then you can just shut it off. Toyota is saying don’t slam on your brakes along side the highway and immediately turn the key off. Or climb to the top of a hill and shut it down instantly.

 

Where did the payload sticker that was posted a few pages back come from?

I haven't been able to find the source, I very well could have missed it.....

 

Im not really feeling the + $120k the new turbo - supercharged v8 Raptor will be…. And yeah…. few will off road (certainly not haters like Breathing Borla) such an expensive truck the way it was meant to be.

 

Or they understand that most don’t own a 1500 for work (2500/3500), don’t care about aftermarket and are limited to price v profit caps. All while trying to wedge a 14” screen in the dash and deliver gas mileage numbers that are up achievable in a raptor/trex type truck. Oh and 35’s.

Toyota lost the minute they announced an update, COVID and reveled a 1500 truck that wasn’t DAKAR ready, 600 HP, 28 MPG city, 1200 watt stereo, 14’ tv screen in dash, 18,000 lbs towing w/2000 lbs payload, 35’s, 3” factory lift and $50,999 price tag. All this for the person who drives to work on paved roads, tows 6 times a year, drives twice year on dirt to a outdoor vacation, 4wd in snow twice and hauls a big screen home once a year.

Seems they hit their market. Seems the market views what they really use a truck for differently.

 

Theres also no lake reflection on the tailgate. It looks almost like the lake was photoshopped into the picture of the truck and guy.

 

I think someone said it’s from one of the TFL videos.

 

That's what I thought as well, I've watched two of them but could be missing it.

 

I really doubt you're going to get 100k miles before the turbos have to be rebuilt.

 

I think this video makes some good points, I kind of feel the same way. The lack of tow hook locations or option on a "off road" (laughable) truck is a small and big thing, its small in the grand scheme of things, but it makes you really doubt those that designed the truck....

Its funny because the lead engineer is a "overland guy" makes me wonder if they designed it for instagram overland and not real overland...The comments about we didn't design this truck to do any work, and our buyers can buy a big 3 truck for work because thats what they are for is kind of baffling but the Toyota marketing team has shown that they are not the best in the world the past few months so I don't expect too much.

 

Mike Sweers was on point and honest with the fact that they don’t play the numbers game like the “others”. Thank you Mike let them out calculate themselves for a few extra pounds.

Correct me if I’m wrong but I thought the Pros was going to be available this year. Is that still the case? I’m looking at a TRD Pro in Grey or Lunar Rock, I’m hoping I can get it this year as I have 300k on my 1st Gen and I have plans for some long trips with the family this winter.

 

What it means having a turbo... It is not unlikely the new Tundra will be just awesome to drive, even without electric motor aid. A low pressure turbo adds a wide max torque shelf within 25-75% of RPM range, which absolutely beats any natural aspiration. Turbo lag is nearly non-existent. High pressure turbo brings turbo lag back, narrows the max torque shelf and shifts it higher in RPM range, but, gosh, it pulls! The extra torque is so addictive that people have no choice, but change their driving habits (drive more aggressively).

If everything is done right mechanically, the engine will make it to 150k without major engine repairs. Then:

- PCV (positive crankcase ventilation) is more complicated on turbo engines, because intake manifold does not have vacuum under boost, so the PCV has to draw it from the intake pipe somewhere before turbo, where vacuum is low, or have a vacuum pump attached to one of camshafts. First approach means high pressure in the crankcase once the system gets older, second approach means having a fragile vacuum pump that is precisely manufactured and is mated to exact engine. PCV does break more often on turbo engines.

- higher effective compression means more blow-by gases in crankcase - more stress on oil, on piston rings, more work for PCV, which is already stranded (see the first point)

- higher pressure also means the compression rings are more loaded and live less

- more heat is generated, it can't be fully mitigated. The piston and cylinder head will still face the heat. Almost everything in the engine will be stressed more. Previously unknown under-the-hood problems, like cracking rubber and wire harnesses, will be common

- the turbo itself can be made "bulletproof", like LPT Mitsubishi, and they will make it to 150-200k, however the turbo still have a couple of diaphragms and springs that get tired over time. Even if the bearings are not cooked, the turbo becomes more dull. Same applies to turbo control valve that has a spring, operates on vacuum and can contaminate or even rust

- most likely the turbo can be replaced partially, only a cold part plus the cartridge, but V6 displacement would make it very difficult to do

- then the hot half can crack. It does crack, sooner or later. Either crack in casting, or the wastegate breaks. And you have to replace the hot half, or the whole turbo

- then you have those exhaust manifold to turbo studs that are thermally stressed and often breaks upon nut removal. This means now the whole manifold must come off

- alternatively, the turbo's hot half and exhaust manifold is one piece, and you have to remove the manifold for turbo repair or the whole assembly replacement

- that's the time you discover those steel studs froze in aluminum cylinder head. A few of them broke or took a chunk of the head with them. Now you have to remove the head, drill the stud remnants out and repair the threads

- while working on the damaged threads, you figure out the head is warped due to turbo-related heat stress, and you have to resurface it

- in case of no port injection it also mean you have to take out the valves and clean them, because, hey, you have the head out anyways!

- during valves cleaning you find valve seats or guides damaged and they have to be replaced. And the valve stem seals too, because the engine runs hot and the seal's material deteriorates quickly, especially on exhaust side

- while doing that excessive cylinder head work, you are looking at the pistons and thinking whether it makes sense to go one step further and replace the piston rings as well

- at this point you are asking yourself if your wiser self two weeks ago had to sell the truck as is

- ah, shit!... another dried plastic piece broke in the engine bay!

- and you still have to do something about jerking transmission. Forum wisdom says Lubegard HFM may temporarily cure some problems?

- gloomy thoughts are all over your head while you are sipping beer after a nightmare weekend. A 2010 Tundra passes by, on a, undoubtedly, original engine, transmission, everything!