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.
In This Article...
What model of Toyota has a locking differential?
A video that is part of this article illustrates how your Toyota Tacoma’s traction control and locking rear differential interact.
I believe we have all encountered a number of buttons and switches in our new cars that we are utterly baffled by.
If you own a truck and have ever had to escape a muddy, snowy, or slick situation, you are likely already familiar with locking rear differentials (also known as locking rear diff).
Others, though, could have noticed this button on their Toyota Tacoma or 4Runner and simply disregarded it. Maybe you didn’t need it up until now.
A locking rear differential button is available on your 2021 Toyota Tacoma and 2021 Toyota 4Runner (as well as models from earlier model years). It is situated where your map lights and sunglass holder would typically go.
By pressing this button, the locking rear differential forces the two rear wheels to spin at the same speed on the same rear axle. Continue to distribute torque to both wheels equally with your 4Runner. Regardless of traction, they move at the same speed.
In slick conditions, both wheels of your Tacoma or Toyota 4Runner will spin even if only one has any grip at all. You never know when you might come into an unexpected mud puddle, a downpour, or a snowfall on the trails.
Does the Tundra from 2021 feature a locking diff?
In response to your query, the tundra does not have a locking differential or even a real restricted slip; instead, it attempts to simulate a limited slip differential using the ABS system.
Is there a limited slip differential on the Toyota Tundra?
Automatic Limited-Slip Differential (Auto LSD) is a limited-slip differential that comes standard on all Tundra models. Auto LSD provides brakes to individual unresponsive wheels individually rather than physically managing slip.
What about a locking rear differential on the 2022 Tundra?
By absorbing the shock that occurs when you drive over bumps and pebbles, the optional Adaptive Variable Suspension (AVS) will contribute to a smoother ride. It offers improved stability for towing and modulates damping force in accordance with road conditions. Rear air suspension, another suspension option, automatically levels the back of your truck to prevent your load from toppling. There are three settings available for this system: high, low, and normal. Each of the modes is ideal in a certain circumstance.
Toyota Tundra multi-terrain select
Does the Toyota Tundra have a variety of drive modes in 2022? Yes, you may switch between terrain settings like Mud, Sand, Rock, Mogul, or Auto thanks to the multi-terrain pick feature. Because they improved wheelspin, engine throttle, and traction control for the many sorts of terrain you might be driving over, Mud, Sand, and Rock are all drive modes that you might need to employ off-road.
Toyota Tundra electronically locking rear differential
Are you looking for a truck with a rear differential that locks electronically? An optional electrically locking rear differential is included with the 2022 Toyota Tundra TRD Pro and TRD Off-Road kits. Both of the rear wheels are powered by this mechanism. After then, they travel at the same pace, which improves grip and traction in low-traction situations. Due to its importance for navigating rocky terrain, this trait is sought after by many off-road drivers.
Are there lockers in the new Tundra?
Off-road enthusiasts and fans of Toyota trucks have a lot in common; they complement each other like all-terrain vehicles and rear lockers. The issue is that the brand’s full-size truck previously lacked a factory back locker. Before we even discuss the truck’s standard twin-turbo V6 hybrid powertrain, updates like those are what make the 2022 Toyota Tundra TRD Pro a better, more competent 4×4 in stock form.
No one can dispute the outgoing Tundra’s off-road prowess; like the Tacoma and even the Land Cruiser, it has its own cult following. Even the top-of-the-line second-generation Tundra TRD Pro has a lot of aftermarket support, but it’s reasonable to say that was necessary given how lacking these trucks were at launch. Last week, I spent some time driving one and discovered it lacked many features other competitors have had for a while, such as the aforementioned locking differential and surround-view camera angles.
Fortunately, the new top-trim Tundra off-roader does offer these amenities, and in the case of the TRD Pro, they come as standard. Updated versions of Crawl Control and Downhill Assist Control, which aid in navigating steep, challenging grades, also get their own distinct appearances. If you’ve ever driven a last-generation Tundra and used either of these party tricks, you’ll be relieved to learn that they operate much more smoothly in the new vehicle; they aren’t as jerky as they once were, and the running gear doesn’t make a terrible grinding noise when engaged. it hints at the 2022 model.
(Pssssst! Here’s where I let you know that lower-trim Tundras with the TRD Off-Road package can also get the aforementioned enhancements! This will allow you to pair them with the standard, non-hybrid engine and still have a strong vehicle. You’ll have to settle for monotube Bilstein shocks, but hey, not bad considering how much money you’ll probably save.)
Let’s talk about the TRD Pro’s powertrain and suspension now that those critical improvements over the previous Tundra have been made. Its new 3.5-liter twin-turbo V6 hybrid engine, which produces 437 horsepower and 583 pound-feet of torque, serves as its only source of propulsion. The latter is superior than any half-ton truck outside of the Ram TRX with a Hellcat engine, even outperforming the Ford F-150’s PowerBoost hybrid, which isn’t even offered in the Tremor off-road variant. A 10-speed automatic transmission, whether the transfer case is in high or low range, distributes power to all four wheels. You’re unlikely to see much above second gear on the trickier trails.
The small-displacement turbo engine has advantages over the older Tundra’s 5.7-liter V8, which had to spin to 3,600 rpm to summon 401 pound-feet of torque. Peak torque now comes on at just 2,400 rpm. We won’t spend a lot of time discussing this update to the 2022 model because it is the most evident. You can read my complete review of the new Tundra, in which I discuss how fun the hybrid iForce Max powertrain is, here.
Any knowledgeable four-wheeler will tell you that when the going gets difficult and rocky, the suspension is essential. Additionally, the five-link, coil spring rear suspension on the 2022 Tundra improves hauling and comfort while also enhancing trail performance. On the route Toyota provided for us journalists, the articulation was rather excellent, and I captured these images as evidence:
Those 2.5-inch Fox dampers significantly smooth out the ride, and I regret not having had the opportunity to test them out at higher speeds. Although it doesn’t have an electronic disconnect like the Jeep Wrangler Rubicon or Ford Bronco Badlands, a hefty TRD Pro stabilizer bar aids in the front as well. However, the ride is smooth without a doubt, thus an aftermarket kit wouldn’t really be considered an enhancement without some specialized hardware.
The Tundra TRD Pro has a 10.9-inch running ground clearance with its 33-inch Falken Wildpeak AT wheels and a 1.1-inch suspension lift. Given the size of the Tundra, that’s a little less than what the Silverado ZR2 gives (11.2 inches). Its length from front to back is 233.6 inches, 2.5 inches longer than an F-150 Tremor, and just 228.9 inches longer than the previous Tundra. Additionally, it’s broader than the truck it replaces, so if you want to follow your friends through the underbrush, you’ll have to embrace the pinstripes. The TRD Pro weighs just over 6,000 pounds with its hybrid drivetrain and underbody claddingnot Hummer heavy, but still a lot.
These are the costs associated with using a full-size truck off-road. Its size won’t bother those who are aware of what they are getting into; otherwise, they would choose something smaller, like the Tacoma. The following few years should see the release of that truck’s new generation, so you’ll just have to wait a little while longer if you’re looking for all these 4×4 conveniences in a smaller vehicle. Otherwise, you may purchase the 2022 Tundra TRD Pro right off the dealer lot starting in the spring of 2022.
Is there a locking differential on the Toyota TRD off-road?
The standard electronically controlled locking rear differential on the Tacoma TRD Off-Road evenly distributes engine power to both rear wheels so they drive at the same speed, increasing traction as needed.
Which trucks use locking differentials?
standard rear differentials that lock
- TRD Pro Toyota Tacoma.
- TRD Pro Toyota Tundra.
- TRX Ram 1500.
- Raptor Ford.
- Off-Road Chevrolet Silverado.
- Sierra AT4 GMC.
- Gladiator Mojave Jeep.
Which is preferable, air locker or e locker?
You may sugarcoat it all you want, but the fact remains that many of the aftermarket 4X4 modifications we spend our days gushing over are intended to enhance our vehicle’s performance in two different ways.
keeps momentum and gets over obstacles.
This is also true of a locking differential, but when choosing a locking differential, we must all make a crucial decision.
E-lockers versus air lockers?
But first, let’s go through the specifics of what locking differentials accomplish in order to understand why either decision can be the best one for you and your car.
What is a locking differential?
A differential is a mechanism that permits the two wheels on an axle to rotate at various speeds. Most road cars will have open differentials, which are good for normal driving but will quickly get you into trouble while going off-road.
An open differential transfers engine power to the axle, with the most power going to the wheels with the least amount of traction.
However, if you find yourself in a low traction position with one tire on the ground and the other in the air, all of the power would be directed to the air-bound wheel, leaving you stranded. This is absolutely fine for the majority of two-wheel-drive vehicles.
While a locking differential distributes the same amount of power to both wheels, improving performance and traction.
Naturally, a locked differential could cause issues when used on a regular basis because turning is restricted when both wheels are rotating at the same rate.
However, both e-lockers and air lockers are made to enable drivers to transition from open to locked state using an electronic switch or by applying air pressure.
Air or Electronic?
Both differentials accomplish the same goal, but they go about it in different ways. A source of on-board compressed air is used by an air locker to apply pneumatic pressure and lock the gears in place. The gears are often locked together until the pressure is released after the switch on the dashboard activates it.
Because there is no need to transform signals into actionit is effectively the analogue solutionair lockers are practically instantaneous (in fact, top ARB air lockers can engage in less than a second).
When two roller cams are pulled apart by a set of magnets in an electronic locking differential (also known as a “e-locker”), pins are then engaged that press into the side gearlocking the differential. They function similarly to air lockers in terms of appearance and don’t need a different power source than the conventional 12-volt.
As an on-board air compressor is needed to operate an air locker, this is the main benefit of an e-locker. This indicates that e-lockers are substantially more dependable, which explains why many commercial users and manufacturers prefer them.
However, some older types can take a few seconds to engage and are a little less instantaneous than air locks. modernized versions While 4 pinion e-lockers are substantially quicker.
Making your choice
Both locking differential systems will ultimately function as intended, and as long as the parts are of a reasonable quality, you should be happy.
In essence, your ability to justify an air locking differential depends on the intended use of your car.
Air is the only option if split-second engagement is more important to you than dependability, but in the great majority of situations, electric is definitely a better choice.