The 19.1-foot length of the 2018 Toyota Tundra
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How tall is a Toyota Tundra from the ground?
When you’re out for some challenging off-road driving or traversing rocky or slick roads, the 2018 Toyota Tundra is designed to provide a varied performance.
Its high-mounted double wishbone front suspension is one of the ways it is built up for dependable driving. This has a useful stabilizer bar as well. There is a multi-leaf rear suspension at the back. Low-pressure shock absorbers loaded with nitrogen gas are a component of both suspensions. On top of that, Bilstein shocks and front and rear sway bars are options.
The Toyota Tundra features a high 10.4-inch ground clearance thanks to this sturdy and robust chassis, which also makes it easy to navigate through streams and over boulders.
Similar front and rear suspensions are used in the 2018 Ford F-150, however gas-filled shock absorbers are not present. Additionally, Bilstein shocks are not provided. It now has a 9.9-inch ground clearance and sits lower.
Is the previous Tundra larger than the present one?
When comparing the specifications of the 2021 and 2022 trucks, it is clear that the new truck is bigger in a number of areas, even if only by 0.3 of an inch. The length of the 2022 Tundra is therefore 4.7 inches longer even though the wheelbase of both trucks is exactly the same. It is taller and wider as well.
What is the 2021 Tundra’s maximum ground clearance?
The progression of the Tundra’s ground clearance requirements over time is a gradual decline: XK30 first generation, 10.4 to 12.3 inches (20002006). XK50 second generation, 10.2 to 10.6 inches (20072021). 9.3 to 10.9 inches, third generation, XK70 (2022 to the present).
Which Toyota has the greatest clearance from the ground?
The 2018 Toyota Sequoia tops the list of full-size SUVs with the highest clearance off the ground. The SR5, TRD Sport, and Limited models all have a substantial 10 inches of ground clearance in four-wheel-drive configurations. Hardware like a Torsen limited-slip center differential and a two-speed transfer case with a designated low range can also be added to those models to suit that ride height. A 381-horsepower V8 is also standard to get over the challenging terrain. However, the Sequoia’s now standard safety component is the major news for 2018. The updated system includes automated emergency braking, front collision warning, lane-departure alert, adaptive cruise control, a blind-spot system, rear cross-traffic alert, and automatic high lights in addition to the previously standard rearview camera.
Tundra capable off-road?
The all-new 2022 Toyota Tundra features the TRD Off-Road package in addition to the extreme TRD Pro variant. The SR5, Limited, and 1794 trims with the bigger Crew Max cab and your choice of a 5.5- or 6.5-foot bed are eligible for the TRD Off-Road package. The package is available for models with two-wheel drive or four-wheel drive with either the base 3.5L V-6 i-Force engine or the more expensive i-Force Max hybrid.
The Bilstein monotube dampers, TRD 18-inch wheels (20-inch on Limited and 1794), a distinctive TRD grille, skidplates, mud guards, a red engine activation button, and a leather-wrapped shifter are all included with the TRD Off-Road package on all trucks. Trucks with four-wheel drive get Crawl Control, Multi-Terrain Select, and an electronic locking rear differential.
Toyota provided us with a sample of the TRD Off-Road package that featured all three trims and all bed lengths. Sadly, no i-Force Max vehicle was available for testing. We had the chance to operate all three trucks in both on- and off-road situations. When it comes to adding high-end off-road content, Toyota’s TRD Off-Road package is the benchmark, as we discovered during our time behind the wheel.
In comparison to the regular twin-tube dampers installed on the 2022 Tundra, the Bilstein monotube shocks added an entirely new level of ride control on the highway. Small road imperfections were easily masked by the premium shocks, which also handled significant undulations. The TRD Off-Road package’s improved dampening is all it delivers in terms of on-road performance (skidplates are preferably unnecessary on interstates). We liked the extra touch of elegance the leather-wrapped shifter and red TRD engine start button gave the inside.
Where this package really shines is off-road. It’s truly a no-brainer for anyone who wants to drive their Tundra off the pavement. The Bilstein shocks easily absorbed the ruts and bumps from our off-road excursion, but we occasionally experienced a head-toss if the speed increased too quickly. The redesigned rear suspension on the Tundra provides an astounding degree of suspension flex, which aids in maintaining tire contact with the ground at the back. The TRD Off-Road package includes an electronic locking rear differential for those occasions when a little bit more traction is required. The Tundra’s locking differential is only usable when in low-range, much like the Tacoma’s was before it, which is the single drawback to this wonderful addition.
Multi-Terrain Select and Crawl Control are additional features. Multi-Terrain Select functions exactly the same in the 2022 Tundra as it does in every other Toyota vehicle. When enabled, you can choose between a number of different modes, such as Sand, Mud/Rut, Rock Crawl, etc., by turning the knob. These many settings adjust the steering response, throttle response, and transmission shift mapping to the desired trail condition. For instance, the Rock Crawl mode dampens throttle response for a more measured approach to obstacles, while the Sand mode delivers more immediate throttle response while holding the transmission gears longer to try to maintain wheel speed. We had the opportunity to test out the most recent iteration of Toyota’s Crawl Control in addition to Multi-Terrain Select.
Having used crawl control before, you are aware that it is a noisy and uncomfortable process even though it functions very well. The antilock brake system is used to manage the vehicle’s throttle and forward velocity (the system also functions in reverse). During operating, this would generate a lot of buzzing, chirping, and chattering. It gives us great pleasure to announce that this latest iteration of Crawl Controlthe first for Tundrais essentially silent. Additionally, it offers a better depiction of the system speed settings in the driver information center while functioning just as well as the previous version. We directed the Tundra at a sizable rock ledge, activated Crawl Control, and let the vehicle do the job to test the feature. Sure enough, it managed to reach the summit all by itself while we were left with simply steering. It certainly does seem dishonest.
Overall, we thought highly of the brand-new 2022 Tundra, particularly those with the TRD Off-Road package. These trucks not only have a tough appearance, but they also have the equipment to support it. The best part is that you can add the off-road equipment to either the most costly 1794 Edition or the more affordable SR5 trim without having to give up anything else. Check the TRD Off-Road box if you plan to take your truck off-road in the near future. You won’t be sorry.
A Toyota Tundra is it eligible for section 179?
According to the IRS, the Toyota Tundra qualifies for the 6000-pound threshold by employing both Section 179 and Bonus Depreciation.
Which tundra is the shortest?
Depending on the cab size selected, there are three different bed sizes available. 6.5-foot Standard Bed, an 8-foot Long Bed, and a 5.5-foot Short Bed. Although they are extremely powerful, they do come with a size penalty; the smallest Tundra is 229 inches long.
Toyota Tundras are dependable.
The Toyota Tundra has a 3.5 out of 5.0 reliability rating, placing it sixth out of 17 full-size trucks. It has moderate ownership costs with an average annual repair cost of $606. Major repairs are unusual for the Tundra even though they tend to be more complicated than usual because of how infrequently these problems arise.
What pickup is superior to a Tundra?
We prefer our comparison tests to yield conclusive results, but that wasn’t the case with this one. Instead, it came down to weighing the specifics when comparing the brand-new Toyota Tundra of 2022 against the most popular Ford F-150. For instance: These two pickup trucks each have a better engine and transmission. One has better utility, while the other has a nicer interior. One has a superior back seat, while the other has cleverer floor storage, so even that is taken into consideration. We were able to choose a winner, although it was by the barest of margins. We surely wouldn’t suggest you made the incorrect choice if you chose the truck we thought was the lesser of the two.
That being said, let’s introduce our players now. We chose to examine everyday, lower-trim variations of these full-size trucks for this particular test. Both had four-wheel drive, crew cabs, and short boxes. Toyota provided a 2022 Tundra Limited with the TRD Off-Road package and several additional practical stand-alone upgrades for a total price of $60,188. The truck’s top-of-the-line grade, the Ford F-150 XLT, cost $58,575 and came with two important options. combined with the 3.5-liter EcoBoost twin-turbo V-6 and Ford’s Max Trailer Tow package. The 2022 F-150 is essentially identical as the 2021 F-150 (the truck Ford supplied).
Tundra vs. F-150: A Closer Look, Outside and In
The Ford F-150 has a marginally greater initial visual appeal in our opinion. In contrast to the Tundra, which has a style that suggests it has something to show, it exudes confidence and ease. Although we enjoy the sheet metal’s creases, we can’t help but look at the Tundra’s enormous, gaping grille, which resembles a jet plane without its nose cone. The Tundra’s vertical taillights at the back don’t appear to be as well integrated into the vehicle’s overall appearance. However, when it comes to the finer points, the Toyota looks more contemporary because it has sequential LED turn lights as opposed to the incandescent bulbs used by the Ford’s lower-end model. Although it’s debatable, the Tundra is unquestionably a product of the twenty-first century whereas the F-150, which will be introduced in 2021, may already be ten years old.
Inside, the narrative is similar. With its enormous 14.0-inch infotainment screen (optional), beautifully sculpted vents, and large piano-key switches, the Tundra’s cabin is more contemporary in design (a good idea lifted from General Motors). The music, air conditioning, and steering wheel controls on the F-150, which include dials and plastic buttons, appear dated in comparison, but they might be simpler to use. Although the majority of the dashboard in the F-150 appears to be constructed of higher-quality materials than those used in the Tundra, the interior still contains its fair share of cheap plastics. Even the upholstery draws attention. Some of our testers believed the two-tone cloth in the F-150 was much more appealing and comfy than the synthetic leather in the Tundra. Others said that Toyota’s Sof-Tex is more upmarket and questioned why Ford would choose to equip a $58,575 pickup with cloth seats.
Both trucks have enormous center touchscreens for the infotainment system, but the Toyota’s is bigger. While this is great for Apple CarPlay, we were surprised that the Tundra only allows you to display one system (audio, phone, navigation, settings) at a time, whereas the Ford will display, for example, your music and a map at the same time.
Both the F-150 and the Tundra’s back seats were ample in our opinion, offering plenty of legroom, simple access through large doors, two different USB port types (A and C), and a 120-volt outlet. With a longer bottom cushion that offers superior thigh support and a more relaxed backrest angle, the Tundra has the (slightly) more comfortable seat. Although the Tundra has a large transmission hump and rigid, fixed plastic binnacles, the F-150’s flat floor and fold-away storage bins ($215 option) made it far more handy and flexible when the seat bottoms are folded up.
Tundra vs. F-150: The Drive
The F-150’s 3.5-liter engine and the Tundra’s 3.4-liter engine (despite what Toyota’s sales literature claims) were both twin-turbo V-6s. But keep in mind that the Ford’s EcoBoost engine costs an extra $2,595; the base engine is a 3.3-liter non-turbo V-6 with less torque. While the Toyota comes standard with twin-turbo power. (A hybrid powertrain is optional for both the Tundra and the F-150, but only Ford provides a V-8.)
The F-150 offers a lot of performance for the additional cost. The aluminum-bodied F-150 weighs a quarter ton less than the Tundra despite outperforming it by only 11 horsepower and 21 lb-ft when compared to its 400 horsepower and 500 lb-ft of torque. Additionally, all vehicles had a 3.31:1 rear axle as standard equipment; but, our Ford test truck also had a 3.55:1 gearing option that was free of charge, unlike the Tundra. Because of everything mentioned above, the F-150 had a significant speed edge over the Tundra. We measured the Ford’s time from 0 to 60 mph in 5.3 seconds. Additionally, Ford’s EPA fuel efficiency ratings are 1 mpg greater in combined, highway, and city driving. The Ford pickup felt more powerful on the wide road and had slightly better fuel economy during our tests.
However, that does not necessarily imply that the Ford’s powerplant is a much better option. The 10-speed automatic transmission in the 2022 Tundra performed better, upshifting and downshifting swiftly and smoothly. When you prod the F-150’s accelerator on the same stretch, you get a delay and a lurch as it tries to find the appropriate ratio. The Tundra, on the other hand, knows instinctively which gear to choose on one tight, mountainous piece of our test road.
Tundra vs. F-150: Ride and Handling
One area where Ford clearly outperformed its competitors was in the suspension. The F-150 offered a smoother ride than the Tundra, which felt twitchy even over mild bumps. Neither of these pickup trucks will ever be mistaken for a vintage Lincoln Town Car. The ride quality of the Tundra deteriorated significantly more quickly than the F-150’s when the pavement got a little worse. Given the Toyota’s rear coil springs and lower payload rating than the Ford’s leaf springs, this was quite unexpected.
The Ford’s steering was light and slightly numb, which made driving the truck simple, if not particularly fun. However, it had better steering than the Tundra, which felt clumsier and roamed more on the road. Both trucks have adaptive cruise control with lane centering, and while the Ford drove itself accurately, the Tundra struggled to keep centered, a problem that was also experienced by the human drivers of the Tundra. Remember that our test Tundra had the $3,085 TRD Off-Road option, which included softer all-terrain tires and stronger shocks. The Toyota may have had better ride and steering characteristics without this kit.
Tundra vs. F-150: Getting Into Bed
The Tundra lacks a spray-in bedliner, unlike the F-150, however it is unnecessary: The polyethylene composite used to make the Tundra’s bed is almost unbreakable. A metal bed like the one on the Ford is perfectly fine, but eventually it will develop dents and other signs of severe use. With the Tundra, that won’t be the case. In the bed walls of both trucks are tie-downs; the Ford’s are fixed, while the Tundra has both fixed and movable points.
In contrast to our F-150, our Tundra test truck sported a $385 power package that includes 400-watt outlets in the bed and a Qi wireless phone charger in the cab. Ford sells 400-watt plugs for $290, but our truck arrived with a $995 2,000-watt ProPower Onboard package. Even with the retractable tailgate step extended, our shorter testers had a tough climb into the bed of the Toyota. That tiny step is outrageously expensivespeaking of steepcosting $399. Our F-150 didn’t have any tailgate help features as standard equipment, in contrast to the Toyota. For the F-150, Ford does provide a good tailgate step, but it’s only available as part of the $695 motorized tailgate option, which wasn’t installed on our truck. (Perhaps that was for the best considering what we learned in our most recent full-size pickup comparison.)
Tundra vs. F-150: Towing and Hauling
Ford is the undisputed champion in terms of truck capabilities. Our Tundra could tow 11,120 pounds and carry a maximum payload of 1,740 pounds when fully outfitted. The Ford, on the other hand, featured a 2,100-pound payload capacity and a 13,900-pound towing capacity with its Max Trailering package. However, even with a less robust trailering gear, the F-150 would still be able to haul 180 pounds more than the Tundra. Capacity and ability, however, are distinct concepts. We’ve always thought the F-150 to be a reliable towing vehicle, and the Tundra shown an equal level of ability when towing our prominent two-horse trailer.
We love Ford’s optional Pro Trailer Backup Assist technology, so we were excited to test out Toyota’s Straight Path Assist system. The main distinction between the two is that while the Tundra simply maintains the trailer’s straight course, the F-150’s dashboard dial allows the driver to maneuver the trailer in reverse. With Straight Path Assist, you can let off of the steering wheel once you’ve steered the trailer in the desired direction, and the Tundra will continue to guide itself in that direction. The Tundra performed a decent job of keeping the trailer on the straight and narrow, but getting the trailer oriented in the appropriate direction is where inexperienced trailer-backers truly struggle. When backing up a trailer, Ford’s system (as well as Ram’s Trailer Reverse Steering) reduces anxiety by 95%; the Toyota, perhaps 50%. Why Toyota didn’t develop a comprehensive trailer-backing solution baffles us.
Let’s Pick a Winner Already!
We anticipated this to be a tight race from the start of our test loop, and we weren’t let down. When creating the new Tundra, Toyota blatantly used the F-150 as a benchmark and closely followed in Ford’s footsteps.
But in the end, the Ford was able to maintain its lead, if only by one or two bumper lengths. The better and more comfortable truck to drive is the F-150 (though a Tundra with the non-TRD suspension might be able to close that gap). Although not quite as comfy as the Toyota’s, the Ford’s interior is marginally prettier and easier to use, and the F-150’s back seat gives more versatility for carrying non-human stuff. Although the Ford can haul a lot more luggage, we prefer the robust composite bed of the Tundra. The Ford has a larger capacity and a superior trailer-backing mechanism, but both trucks are capable tow vehicles. And although though the Tundra has more contemporary stylistic cues, we believe the F-150 has a more timeless appearance. In fact, it appears to be doing so already.
Fans of Toyota might be upset to find that the new Tundra generation falls short of being the best; in our opinion, the Ram 1500 still holds that distinction. However, following the leader is perhaps the best strategy in the full-size truck segment, where it is nearly impossible to overtake the Chevy-Ford-Ram trio, and the 2022 Toyota Tundra is undoubtedly doing just that.