Boy am I glad I kept my 21 and NOT buy the 22 Tundra

I didn’t know the Rav4 is a station wagon lol
But agreed. They are both excellent cars overall

 

Station wagons actually have room for people to sit, and have at least some decent cargo areas. Crossovers do not fit that bill. They may run forever, being that they're toyotas, yet they still do everything poorly.

 

Sure because Toyota can’t sell an actual proper station wagon because consumers don’t want to be honest and admit they drive a station wagon.

 

For fun I did some math for those of you wishing for the new 10 speed behind the 3UR-FE.

I did not calculate wheel torque, because it takes some work but I can later if anyone cares.

First will be top speed in each gear given a 6000 RPM redline which should be pretty close to what the 3UR-FE will do. This is also using the 4.30:1 rear axle, and a 32.1” diameter tire.

1st gear 4.92 = 27 MPH
2nd gear 3.26 = 41 MPH
3rd gear 2.35 = 57 MPH
4th gear 1.94 = 69 MPH
5th gear 1.53 = 87 MPH
6th gear 1.19 = 112 MPH
7th gear 1.00 = 133 MPH
8th gear .80 = 167 MPH
9th gear .66 = 202 MPH
10th gear .61 = 218 MPH

As you fine gentlemen can see anything under 5th gear is too short for travel on an interstate highway with a 70 MPH speed limit. Which brings up the next consideration of RPM at a given speed. We will use 70 MPH as a baseline.

1st gear through 4th gear = N/A

5th gear = 4820 RPM
6th gear = 3749 RPM
7th gear = 3150 RPM
8th gear = 2520 RPM
9th gear = 2079 RPM
10th gear = 1922 RPM

For comparison 6th gear in the 2nd Gen is .59 and gives an engine speed of 1859 RPM at a 70 MPH cruise, not that 63 RPM is going to make or break fuel efficiency.

Unfortunately the spacing on the ratios in the 10 speed is optimized for the 3.31:1 rear end of the 2022 and the peak torque delivery starting around 2400 RPM of the iForce and iForceMax.

Replacing the 4.30:1 rear end with a 4.10:1 behind the 10 speed would get right back in the 1800 RPM range at 70 MPH cruise in top gear, but 4th is still useless at that speed. A 3.73:1 gets it down to the 1650 RPM range in top gear, with 4th having only a few hundred RPM until it will need to grab 5th (pretty similar to the 2022 with its lower RPM for peak power. Unfortunately that would also sacrifice wheel torque across the board to adopt a 4.10:1 or 3.73:1.

 

Incorrect. The Ford 7.3 does not have cylinder deactivation.

 

Venza.

 

Or the new Chevy V8's due to the chip shortage.

 

We have a Rav4 station wagon in the garage as my wifes daily driver. Considering it has AWD, it makes it better for her than a camry/corolla. Im pretty content with the purchase. Its been pretty effective at bringing her home regularly, and the groceries weekly.

Id wager owning farms, I get to hit the 4x4 solenoid on the tunrdra as frequently or more than the average parking lot poster on here…. Not every rig needs to sport a lift kit lol

 

Agreed!
I own a '21 1794 and a '17 Rav4 and a '20 4Runner Nightshade. I drive the Rav a lot and love it. It has the sport suspension and the Tech Package. It's been a great vehicle. It's better in light snow than my Tundra, because it has all wheel drive. The 4Runner is also great in the snow and is my wife's daily driver.

 

Word on da street is 2024 will be the release of the 3/4 ton w/BIGGER V8, pass it along and be patient!

 

Haha

 

Rav4s and Highlanders are great vehicles. They’re not exactly exciting, unless you’re like me and get excited about high mileage with no issues. Priuses are awesome, too. There are lots of working Priuses (taxis, fleet services) with 400k-600k miles and no issues. Some are even on the original battery pack if I remember correctly.

That’s a great vehicle. Everyone I know who has one loves it.

 

Sure, nor does the GM 6.6L gas V8.

For now trucks with that high of a GVWR are not measured for CAFE standards. Not sure what their future NOx standards are because EPA publications are so clear and easy to understand.

I should have clarified that my observation was about light duty pickups. If you want a non displacement on demand V8 in a domestic you will be best served buying a 3/4 ton or 1 ton.

 

Do they still have displacement on demand lifters though? If they do they’re still a ticking time bomb.

Further by design GM will build them as displacement on demand engines as soon as materials allow.

 

I guess the last holdout in the 1/2 ton V8 segment with no variable displacement fuckery by design or intent at this point is Nissan.

 

Same thing for me. Had a 2015 Tacoma, waited to see the 22 and then went and got a 21 TRD Pro. Not crazy about the 22's, although I have a feeling they may grow on me over time. Same thing happened with the current generation of the Tacoma. Wasn't crazy about them at first, but like the looks of them quite a bit now. I bet some tweaks to the design happen in the first few years.

 

Aftermarket stuff for the Titan is fairly non-existent. I was debating on a Titan but started to look at what I could get for a winch bumper and....yeah forget it.

 

That bad huh? I’ve never really considered a Nissan truck.

 

I believe they do still have the hardware. And that's good enough reason to cross them off the list of options.

 

I had a 2004 Xterra for many years and wheeled with a bunch of Nissan people with X's and Frontiers. They are really capable offroad and I did all sorts of stuff with that Xterra. Just a 3" lift and 33" tires, skids and sliders. Did stuff up to a 7/10 rating with no real problems. They are great trucks, and there's a good amount of aftermarket stuff for the Xterra/Frontier (or used to be) but the Titan is just...nothing.

 

If someone told me Nissan designed the '22 Tundra i'd totally believe it. Why spend $$ to improve the Titan when you can get PAID to ruin the Tundra?! It'd be genius on Nissan's part if it were true.

 

The mechanical components for the active fuel management are still there though. And that’s the issue

 

This here is probably 75% of why I traded in my '13 F150 on my '20 Tundra. I 'liked' my '13 F150, but not only did I have plenty of small issues, the dealership had no interesting in fixing them.

Add to that the fact that a tuneup at 120K actually *DECREASED* my mileage by 2MPG...and I became convinced, after a few chats with fellow F150/Silverado buddies, that cylinder deactivation was the bane of most engines' existence. I specifically wanted my '20 Tundra *BECAUSE* it doesn't do a lot of that crap.

 

Simple fact there is not a non-turbo engine is reason alone to not buy 2022 if you are interested in longevity.

 

I watched a brand new Titan XD die on a long but low grade hill pulling a parade float over Thanksgiving in downtown Nashville a few years ago. It sat for 10 minutes holding up the rest of the parade while some Nissan guys checked into it. Then a Police dept 2500 Suburban came and pulled the Nissan and the parade float up the rest of the hill. I’ve never been interested in a Nissan truck since.

 

The AFM in my 2020 AT4 was awful unless you were heavy into the gas. I had a 2019 ZR2, but didn't notice the AFM as much with the 3.6 as I did with the 6.2. I could hear and feel the lifters doing their thing in the AT4, and I didn't make it to my 1st oil change before I was trying to replace it with a Toyota.

I'd trust the 3rd gen turbo long before I'd ever mess with cylinder deactivation again. Longevity is one thing, but it ruins the driving experience too. I'll take a little turbo lag over that AFM mess, I learned my lesson.

 

Turbocharged engines can last a long time and so can the turbos. By design the engine and turbos have to have adequate cooling and lubrication, and of course as mentioned exhaust gas temperatures need to be controlled. Toyota has gone so far as to integrate the exhaust manifold into the cylinder head so it is surrounded by a water jacket. If that won’t work to keep EGT’s in check nothing will. Turbocharger cooling and lubrication are pretty well understood these days and the new iForce has a dedicated cooling loop, electric water pump, radiators and reservoir that are also used for the air to liquid turbocharger intercooler (technically it is an aftercooler).

Other than that stay on top of oil changes every 5K and use a good oil filter. Turbocharged engines contaminate oil more quickly with combustion blow by into the oil due to high cylinder pressures. All engines do it, but higher cylinder pressures accelerate it. I don’t care if Toyota says 10K on an oil change, no way in hell I’m doing that on a turbocharged engine; even if the oil is capable of maintaining viscosity and film strength fresh oil is cheap insurance and keeps sludge and varnish at bay.

 

Did it have the 5.0L Cummins V8? I’ve heard those engines last 100K miles then need to basically be rebuilt.

 

That's what I've heard - main bearing issues, EGR/DEF issues, CP4 fuel pump, etc.

 

Rav4 and HL are both amazing.