We take the all-new 2022 Toyota Tundra TRD Off-Road truck on an off-road trail to see how much it’s improved. This is our first taste opportunity to see how the new truck, its suspension, tires, powertrain, rear locker, and crawl control behave in the wild.
The TRD Off-Road package can be added to several Tundra trim levels: SR5, Limited, Platinum, or 1794 Edition. It comes with a selectable rear locking differential, unique wheel-tire selection, suspension with Bilstein shocks, and the latest crawl control system with selectable off-road driving modes. The truck we drive in this video is a Tundra Limited TRD Off-road crew cab with a 5.5-ft bed.
Toyota slightly improved the ground clearance and suspension articulation over the previous generation of the truck. The TRD Off-road truck comes with 33-inch tall tires (actually they are 265/70R18, which converts to a 32.6-inch diameter).
Here is the specs comparison for a standard Tundra 4×4 truck.
|2022 Toyota Tundra||2021 Tundra|
|Running G.Clearance (in)||10.2 – 11.2 in||10.0 – 10.6 in|
|Differential G.C. (in)||9.3 – 9.4 in||?|
|Turning Circle Diameter (ft)||48.6 – 52 ft||44 – 49 ft|
Notably, the truck’s approach angle got significantly worse, while the departure angle and the running ground clearance (clearance to the frame) improved.
Here is how the new TRD Pro compares to the outgoing model.
|2022 Tundra TRD Pro||2021 Tundra TRD Pro|
|Running G.Clearance (in)||10.9 in||10.6 in|
|Differential G.C. (in)||9.0 in||?|
It is a similar story with the new TRD Pro. The approach angle got worse, but the departure angle improved. I rate the approach angle of more importance rather than the departure angle. A better approach angle allows the truck to climb over taller obstacles without scraping or damaging much of the vital components. In the rear, the truck’s hitch may be used as a “rock slider” if the situation calls for it. I am not saying – let’s scrape and slam the truck’s hitch on every obstacle. This component is not as vital as the front bumper, front suspension components, and the engine/transmission skid plates.
TRD Off-Road: Good
After driving the new Tundra TRD Off-road on this trail, I come away with several very positive impressions. The suspension with Bilstein shocks works very well at slower speeds over rough terrain. The ride is compliant and also offers good control.
4-Lo was easy to engage. The gearing pairs very well with the new 10-speed automatic. The traction was very good. I didn’t even use the rear locker on the first obstacle and the truck climbed right up. The rear locker came in handy during an articulation obstacle.
This relatively large truck offers good maneuverability on a tight trail. On paper, the new Tundra has a slightly larger turning diameter than before. I did not find it to be a problem during this first drive. Notably, the new Tundra does not offer a “turn assist” function similar to what was available on the previous Land Cruiser 200-Series.
The new crawl control system is ultra-quiet and smooth. It’s a huge improvement over the previous system. It has five speed settings that are controlled using the knob on the center console. This is a slow-speed off-road cruise control system that keeps a constant speed up or down steep grades.
The Multi-Terrain System is controlled using the same knob. The ground clearance was enough to clear all the obstacles presented on this trail that was selected by Toyota for this first drive event.
TRD Off-Road: Bad
The side steps on our truck scraped over one of the obstacles. Since the new Tundra is not very tall, I would not add side steps to the truck if you expect to drive over rough terrain.
I had an issue with switching to 4-Hi from 4-Lo. The truck was on relatively level ground, but I needed to drive back and forth a couple of times and then try to disengage 4-Lo. It finally worked.
While the 360-degree camera system offers many options and the large 14-inch center screen is high quality, the camera image resolution is not as high as I needed when negotiating some tight obstacles.