The rear wheel drive Toyota Tundra (XK70) with the 389 hp i-FORCE V35A-FTS V6 is the core configuration of the latest Tundra generation. It replaces the old 5.7 V8 with a downsized, twin-turbocharged V6, a 10-speed automatic transmission, and a fully boxed TNGA-F frame. For many owners, the RWD layout offers slightly better fuel economy, higher payload in some trims, and fewer components to service than 4×4 versions, while still delivering strong towing and hauling capability.
This article focuses on the non-hybrid 3.4 litre twin-turbo V6 in RWD form, from the 2022 model year onward (production beginning late 2021). We will walk through key specs, dimensions, and performance, cover real-world reliability patterns and known recalls, and outline a practical maintenance schedule and buyer’s checklist. The aim is to give you a clear sense of how this Tundra fits daily driving, long-distance towing, and long-term ownership, whether you are choosing a new truck or evaluating a used example.
Essential Insights
- 389 hp twin-turbo V6 delivers strong torque and quick acceleration, with lower fuel use than the old 5.7 V8.
- RWD models are lighter and simpler than 4×4 trucks, with slightly better efficiency and payload.
- Multi-link coil-spring rear suspension improves comfort and stability compared with earlier leaf-spring Tundras.
- Early engines fall within important recalls and service campaigns that buyers should confirm by VIN.
- Typical engine oil change interval is 10,000 miles / 12 months (16,000 km / 1 year) under normal use; shorten to 5,000 miles / 6 months for heavy towing.
Quick navigation
- Toyota Tundra RWD 389 hp
- Specifications and technical data
- Trims, options and safety
- Reliability and common issues
- Maintenance and buyer guide
- Driving and performance
- How Tundra RWD compares
Toyota Tundra RWD 389 hp
The third-generation Tundra (chassis code XK70) moves Toyota’s full-size pickup into the turbocharged era. The non-hybrid i-FORCE V35A-FTS engine is a 3.4 litre (3445 cc) twin-turbo V6 that produces about 389 hp and 479 lb-ft of torque in this application. Power peaks around 5200 rpm, but the key characteristic is the broad, low-rpm torque plateau that makes the truck feel strong even at modest engine speeds.
This article focuses on 4×2 (rear wheel drive) models using the 389 hp i-FORCE engine. In North America, this configuration is widely available on SR5, Limited, Platinum, and 1794 Edition trims, and on some SR trucks depending on model year and equipment. Many buyers choose RWD because they spend most of their time on paved roads, want the best fuel economy and payload ratings the Tundra offers, and prefer a simpler driveline without a transfer case or front differential.
All XK70 Tundras, including RWD versions, share the TNGA-F ladder frame with fully boxed rails for stiffness. The rear suspension switches from traditional leaf springs to a multi-link, coil-spring setup. That is a significant change for ride comfort and axle control: the truck feels less “bouncy” when unladen, and the rear axle stays better planted over bumps and expansion joints. The cabin is more refined than the previous generation, with a modern infotainment system, improved materials, and better sound insulation on mid and upper trims.
Typical RWD Double Cab and CrewMax trucks weigh roughly in the low-to-mid 5000 lb range, depending on cab, bed, and trim. Overall length is around 233.6 in, width just over 80 in, and height about 78 in, so it fits squarely in the full-size half-ton class. Ground clearance around 9 in makes it suitable for job sites and gravel roads even without 4×4, though deep mud and snow still favour a four-wheel drive truck.
For many owners, the important story is that the Tundra RWD 389 hp delivers the performance of the old V8 with better efficiency, while adding a much more modern chassis and safety suite. The trade-off is higher drivetrain complexity and the need to stay on top of recalls and software updates, which we will cover later.
Specifications and technical data
The exact numbers depend on cab, bed, trim, wheels, and options. The following tables summarise typical values for a non-hybrid 389 hp Tundra RWD (for example, a 2022–2024 Double Cab or CrewMax truck with a 5.5 ft bed).
Engine and performance (V35A-FTS i-FORCE)
| Item | Specification |
|---|---|
| Engine code | V35A-FTS (i-FORCE twin-turbo V6) |
| Displacement | 3.4 L (3445 cc) |
| Layout and valvetrain | 60° V6, DOHC, 24 valves, dual VVT-i |
| Bore × stroke | Approx. 85.5 mm × 100.0 mm (3.37 × 3.94 in) |
| Induction | Twin turbochargers with intercooling |
| Fuel system | Combined direct and port fuel injection |
| Compression ratio | Around 10.4:1 on non-hybrid i-FORCE |
| Max power | 389 hp (about 290 kW) @ ~5200 rpm |
| Max torque | 479 lb-ft (about 649 Nm) @ ~2400 rpm |
| Timing drive | Chain (no timing belt) |
| Emissions standard | U.S. Tier 3 / LEV III equivalent in main markets |
| EPA-rated economy (typical RWD) | Around 18–20 mpg city / 23–24 mpg highway / 20–21 mpg combined, depending on trim |
| Real-world highway (120 km/h / 75 mph) | Often around 11–12 L/100 km (21–24 mpg US) when unloaded |
These figures place the Tundra’s non-hybrid RWD powertrain roughly in line with rival turbocharged V6 trucks, with performance that matches or exceeds older naturally aspirated V8s.
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 10-speed automatic |
| Control features | Normal, Eco, and Sport drive modes; Tow/Haul mode; additional modes on higher trims |
| Drive type | Rear wheel drive (4×2) |
| Final drive ratio (typical RWD) | Around low-3s, varying slightly by trim and wheel package |
| Differential | Open rear differential with electronic “Auto LSD” function via the brakes |
The 10-speed uses close ratios to keep the engine in its torque band. At highway speed, the Tundra typically cruises at low rpm in high gear, improving refinement and reducing fuel use.
Chassis and dimensions
| Item | Typical value (RWD Double Cab / CrewMax) |
|---|---|
| Platform | TNGA-F body-on-frame, fully boxed |
| Front suspension | Double wishbone with coil springs and stabiliser bar |
| Rear suspension | Solid rear axle with multi-link and coil springs |
| Brakes | Vented front and rear discs, roughly 14 in front and 13+ in rear depending on trim |
| Steering | Rack-and-pinion with electric power assist |
| Wheelbase | About 145.7 in (3701 mm) on common cabs/beds |
| Overall length | About 233.6 in (5934 mm) |
| Overall width | About 80.2 in (around 2032 mm) |
| Overall height | Around 78 in (approx. 1980 mm) |
| Ground clearance | Around 9.3 in (236 mm) |
| Turning circle | Just under 49 ft curb-to-curb on typical wheelbase |
| Curb weight | Roughly 5100–5600 lb, depending on trim and options |
| GVWR | Around 7000–7300 lb in many RWD configurations |
| Fuel tank | ~22.5 gal (about 85 L) |
Performance and capability
Exact tow and payload figures are tied to axle ratio, cab/bed, wheels, and options. Typical values for a non-hybrid RWD 389 hp Tundra:
| Metric | Approximate value |
|---|---|
| 0–60 mph (0–97 km/h) | Around 6–6.5 s, depending on trim and equipment |
| Top speed | Electronically limited, roughly 105–110 mph (170–177 km/h) |
| Braking 60–0 mph | Around mid-100s ft depending on tyres and payload |
| Max tow rating (selected RWD specs) | Often in the 8000–9000 lb range; some configurations higher |
| Typical payload | Roughly 1800–1900 lb in work-oriented RWD trims |
| Roof load | Check door-jamb label; usually sufficient for common racks and roof tents when properly fitted |
Always confirm the exact tow and payload numbers from the certification label on the truck and the official towing guide for your specific VIN.
Fluids, capacities and electrical (typical values)
Exact figures can vary slightly by year and axle; always verify for your specific truck.
| System | Typical specification |
|---|---|
| Engine oil | Synthetic 0W-20 to Toyota spec; around 7–8 US qt with filter |
| Engine coolant | Long-life pink Toyota coolant; roughly 10–11 L total system capacity |
| Automatic transmission fluid | Toyota WS ATF; commonly treated as “filled for life,” but many owners service at 60,000–90,000 miles if towing |
| Rear differential | GL-5 gear oil (often 75W-85); around 2–3 L capacity |
| A/C refrigerant | R-1234yf; charge amount listed on under-hood label |
| 12 V battery | Maintenance-free battery sized similar to group 27/24F, around 70–80 Ah in many trims |
| Alternator | High-output alternator sized for modern electrical loads and towing accessories |
Safety and driver assistance
All XK70 Tundras include a version of Toyota Safety Sense. On RWD trucks, this typically includes:
- Pre-collision system with automatic emergency braking, often with pedestrian and cyclist detection.
- Lane departure warning with steering assist and, on some trims, lane tracing assistance.
- Adaptive cruise control, usually full-speed on most models.
- Road sign assist on many trims.
- Blind spot monitoring and rear cross-traffic alert on mid- and high-level grades.
- Trailer sway control, stability control, traction control, and multiple airbags including side curtain airbags for both rows.
Higher trims often add better headlight technology, 360-degree camera systems, parking sensors, and more detailed driver-assist visualisations. Crash-test results from major bodies show strong overall protection for crew cab and extended cab configurations when equipped with the better headlight packages and full safety suite.
Trims, options and safety
The 389 hp RWD Tundra appears across several trims in North America. The lineup shifts slightly by model year, but the core pattern is consistent.
Trims and equipment levels
Common trims with the 389 hp RWD configuration include:
- SR (RWD) – Fleet and value-focused. Basic upholstery and infotainment, smaller wheels and tyres, and simpler option content. Some early SR trucks use a slightly detuned V35A output; always check build data.
- SR5 (RWD) – Moves into mainstream retail territory with more convenience features, larger screens, and more available option packages. Frequently specified with the full 389 hp output.
- Limited (RWD) – A key sweet spot for many buyers. Leather-trimmed interior, larger high-resolution touchscreen, more advanced audio options, and more standard driver-assistance content. Often combined with comfortable wheel and tyre packages.
- Platinum and 1794 Edition (RWD) – Premium trims emphasising luxury and styling, with upgraded materials, additional tech, and distinctive interior themes. They may use larger 20-inch or 22-inch wheels and more standard equipment.
Capstone, in many markets, is paired more commonly with the hybrid powertrain and 4×4, so it is less relevant if you are set on a non-hybrid RWD truck. However, buyers often cross-shop higher-trim RWD Limited or 1794 Edition trucks with 4×4 Capstone or hybrid models.
Mechanical differences by trim generally include:
- Wheel and tyre sizes: higher trims tend to get larger wheels that can slightly reduce ride comfort and efficiency.
- Suspension tuning: some packages include different shocks or stabiliser bars.
- Tow equipment: integrated trailer brake controller, larger tow mirrors, and specific gearing are sometimes part of tow-oriented options.
If you tow regularly, a mid-trim truck with appropriate gearing, smaller wheels, and tow package can be more capable and comfortable than a heavily optioned luxury trim on very large wheels.
Option packages and identifiers
A few quick ways to identify a 389 hp RWD Tundra:
- Badges – “i-FORCE” badges on the front fenders or doors indicate the non-hybrid twin-turbo; “i-FORCE MAX” denotes the hybrid.
- Drivetrain controls – RWD trucks lack 4×4 mode selectors and transfer-case controls; you will see only drive-mode and tow/haul buttons.
- Interior and trim details – 1794 Edition trucks have Western-inspired interior trim; Platinum and Capstone versions use more modern luxury themes. SR and SR5 have simpler cloth or basic leatherette interiors.
Year-to-year, Toyota refreshes colours, minor features, and software, but the fundamental 389 hp RWD powertrain and chassis remain similar.
Safety ratings and ADAS evolution
Safety ratings vary slightly by cab, drivetrain, and equipment, but key patterns include:
- Crew cab and extended cab Tundras with the full safety suite and advanced LED projector headlights tend to achieve top scores in major crash tests.
- Trucks with basic headlights can receive lower headlight ratings even when crash protection is excellent.
- Toyota has refined Safety Sense software over time, improving lane-keeping behaviour and adaptive cruise response.
When shopping, pay attention to:
- Headlight type and rating, especially if you drive on unlit roads.
- Presence of blind spot monitoring, cross-traffic alert, and 360-degree cameras on larger trucks that will be used in tight spaces.
- Calibration implications: when windscreens, front bumpers, or suspension components are replaced, radar and camera systems may need calibration by a shop with the correct equipment.
From an ownership perspective, more ADAS features improve safety but add sensors and modules that can be damaged in even minor collisions. Ensuring proper repairs and calibrations is important for the systems to function correctly.
Reliability and common issues
The XK70 Tundra is still relatively new, so true long-term data are limited. However, several areas deserve attention for owners and buyers of RWD 389 hp trucks.
Engine-related recalls and campaigns
The V35A-FTS engine has been subject to high-profile recalls on certain 2022–2023 trucks. In these campaigns, Toyota identified that machining debris left inside the engine could affect the main bearings. Under particular conditions, this debris can lead to bearing damage, causing noise, reduced performance, or even engine failure.
Key implications for owners:
- Many early Tundras fall within the affected VIN ranges.
- Remedies can include inspection, repair, or in some cases complete engine replacement.
- Trucks built after the affected production windows use improved processes intended to eliminate the problem.
Every owner of an early XK70 should run their VIN through an official recall checker and verify with a dealer that all engine-related campaigns are complete. Documentation of recall work is valuable for future resale.
Separate recalls have targeted other systems such as electronic parking brakes and rear-view camera software. These are generally addressed via software updates or component replacements and should also be confirmed by VIN.
Turbocharger and boost-system issues
Compared with Toyota’s older naturally aspirated V8, the twin-turbo V6 inevitably carries more hardware around the intake and exhaust. Some early trucks have experienced:
- Wastegate actuator issues leading to reduced performance and limp modes.
- Boost leaks or sensor faults causing check-engine lights and inconsistent power delivery.
These problems are not universal, but they highlight why oil quality, warm-up, and cool-down habits matter. Owners who tow heavily or drive in hot climates should be especially careful about using the correct oil and avoiding repeated high-load pulls immediately from cold.
Electronics, software and driveline concerns
Being a modern truck, the Tundra has an extensive network of control modules. Issues reported by some owners include:
- Transmission shift behaviour that feels hesitant or abrupt in certain modes or conditions.
- Occasional infotainment glitches or dropped connections that are often improved by software updates.
- Isolated cases of sensor-related warning lights in the ADAS system after minor body or glass repairs.
The 10-speed automatic itself has not shown widespread catastrophic issues in the early years, but any truck that tows frequently or operates in extreme conditions benefits from periodic ATF inspection, fluid health checks, and careful monitoring for unusual noises or shift patterns.
On the chassis side:
- Multi-link rear suspension introduces more bushings and joints than leaf springs. Over high mileage, expect to replace rear control-arm bushes, ball joints, and possibly rear shocks.
- Electric power steering racks should be checked for play or unusual noise as the truck accumulates miles.
- In salt and coastal regions, underbody corrosion can develop at frame welds, crossmembers, and bed mounts. Regular underbody washing and inspections help preserve the frame.
Recalls, TSBs and pre-purchase checks
Toyota issues Technical Service Bulletins (TSBs) for known concerns such as noises, software calibration updates, or component improvements. They are not recalls, but they give dealers guidance on how to address recurring issues.
For a prospective buyer, it is wise to:
- Check the truck’s VIN in the official recall database and ensure all campaigns are complete.
- Ask a dealer for a service print-out showing completed TSB-related repairs where applicable.
- Confirm that engine and transmission control units have the latest software.
- Request complete service history, including oil changes, coolant services, and differential and transmission fluid changes if the truck towed regularly.
At present, the Tundra RWD 389 hp appears broadly reliable when maintained correctly, but it is more complex than the previous-generation V8 truck. Taking these extra steps helps ensure you are not inheriting unresolved issues or missing recall work.
Maintenance and buyer guide
A clear maintenance plan is the best way to protect a twin-turbo V6 and 10-speed automatic over 10–15 years of use. The intervals below are general guidelines; your owner’s manual and service bulletins always take priority.
Practical maintenance schedule (typical guidance)
| Item | Suggested interval (time / distance) |
|---|---|
| Engine oil and filter | 10,000 miles / 12 months (16,000 km / 1 year) under normal use; 5,000 miles / 6 months for heavy towing, very hot climates, or many short trips |
| Engine air filter | Inspect every 10,000 miles; replace about every 30,000 miles (48,000 km) or sooner in dusty environments |
| Cabin air filter | Every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years |
| Spark plugs | Typically 60,000–100,000 miles (96,000–160,000 km) for iridium plugs; confirm by manual |
| Engine coolant | Often 10 years or 100,000–150,000 miles (160,000–240,000 km) initially, then around every 5 years / 50,000–75,000 miles; check official schedule |
| Automatic transmission fluid | Consider drain-and-fill every 60,000–90,000 miles (96,000–145,000 km) if towing or hauling; otherwise follow manufacturer guidance |
| Rear differential oil | 30,000–60,000 miles (48,000–96,000 km), more often with heavy towing |
| Brake fluid | Every 3 years regardless of mileage |
| Brake pads and discs | Inspect annually or at each tyre rotation; replace as needed |
| Tyre rotation and balance | Every 5,000–7,500 miles (8,000–12,000 km) and when vibration or noise appears |
| Suspension and steering | Visual inspection at least once a year or at each major service |
| 12 V battery | Test annually after 3–4 years in service; replace at signs of weakness |
| Timing chain system | No fixed interval; investigate rattles at cold start, timing errors, or oil-starvation history promptly |
Shorter intervals than the official maximums are sensible if you tow, operate in high temperatures or heavy dust, or plan to keep the truck well past the finance term.
Fluids and torque values: what matters most
Owners doing their own work should pay particular attention to:
- Engine oil – Use a high-quality synthetic 0W-20 that meets Toyota’s latest specification. Over-tightening the drain plug or filter housing is a common mistake; always use the torque specified in the manual.
- Coolant – Stick with Toyota long-life coolant or a fully compatible equivalent. Mixing fluids can reduce corrosion protection.
- Transmission and differential fluids – Use only fluids meeting the factory specifications and respect fill procedures, especially for the “sealed” automatic transmission.
- Wheel lug nuts – Typical torque is around 130–150 Nm (95–110 lb-ft), but confirm the exact value for your truck and use a torque wrench to avoid warped brake discs or loose wheels.
If in doubt, referencing the service manual or dealer parts system by VIN is the safest way to confirm part numbers and specifications.
Buyer’s checklist
When evaluating a used Tundra RWD 389 hp, ask a trusted mechanic to carry out:
- Diagnostic scan – Check for stored trouble codes, misfire counts, and any history of powertrain or ADAS faults.
- Engine and turbo inspection – Listen for unusual knocking, rattling at cold start, or whistling. Check for oil leaks at turbo feed and return lines, cam covers, and the oil pan.
- Cooling system check – Inspect for crusted coolant around hose junctions, water pump, and plastic fittings.
- Transmission and driveline – Test drive for smooth upshifts and downshifts, absence of shudder, and no clunks when shifting from park to drive or reverse.
- Frame and underbody – Look for rust at frame rails, crossmembers, bed supports, and tow hitch mounting points, especially on trucks from salted-road regions.
- Suspension and steering – Check for play in ball joints and bushings, uneven tyre wear, or steering looseness.
- Electronics and ADAS – Verify operation of all cameras, parking sensors, adaptive cruise control, lane-keeping, and trailer-related features.
- Service and recall documentation – Confirm oil change history, major fluid services, and completion of engine and safety recalls.
Recommended configurations and what to be cautious about
Good long-term bets often include:
- Limited RWD – Balanced mix of comfort, features, and capability, with sensible wheel sizes and strong safety content.
- Well-optioned SR5 RWD – For buyers who prioritise budget and simplicity but still want safety and towing features.
Be more cautious with:
- Early 2022 trucks that lack documented completion of engine-related recalls.
- Trucks with extensive modifications (aggressive lifts, very large tyres, performance tunes) unless you fully understand the implications and accept potential warranty and reliability trade-offs.
If you value long-term ownership, a lightly optioned, well-maintained truck that has had all recalls completed and regular fluid services is generally preferable to a heavily modified or neglected example.
Driving and performance
On the road, the Tundra RWD 389 hp feels distinctly more modern than the outgoing V8 truck, while still behaving like a traditional full-size pickup where it counts.
Powertrain character
At light throttle, the truck moves off smoothly and quietly, with the turbos providing ample torque well below 3000 rpm. The 10-speed automatic usually keeps the engine in the 1500–2500 rpm range during gentle driving, which helps both noise and fuel economy. When you need more power—merging onto a highway, passing, or climbing a grade—the transmission will drop several gears and the engine pulls strongly through the midrange.
In many real-world tests of similar 389 hp Tundras, 0–60 mph happens in a little over 6 seconds, which is quick for a half-ton pickup. The engine note is more refined and subdued than the old V8; some drivers miss the V8 sound, but others prefer the quieter, more modern character.
Shift behaviour is generally smooth, though some owners notice occasional gear hunting at light throttle or slightly firm shifts when the truck is cold or in Sport mode. Software refinements over time have aimed to improve this, and trucks with the latest calibrations often feel more polished.
Ride, handling and NVH
The multi-link coil-spring rear suspension is a major upgrade from traditional leaf springs:
- Ride comfort – The rear axle is better controlled over sharp bumps and expansion joints, especially when the bed is empty. The truck still feels like a body-on-frame pickup, but vertical motions are better damped.
- Handling – Steering is reasonably accurate for a full-size truck, with predictable understeer at the limit. Straight-line stability at highway speeds is good, and crosswind behaviour is manageable with proper tyre pressures and load distribution.
- Noise levels – Road and wind noise are well controlled, particularly on Limited and higher trims with more sound-deadening. The engine is quiet at cruise and only becomes prominent during hard acceleration.
RWD trucks can feel slightly more agile than their 4×4 counterparts because they save the weight of a front differential and transfer case. The trade-off is traction: in wet, snowy, or loose-surface conditions, you rely more on traction control and tyre choice.
Efficiency in the real world
Fuel economy depends heavily on how and where you drive:
- City driving – Expect roughly mid-teens mpg (14–17 mpg US, about 14–17 L/100 km) in typical stop-and-go use, with variations for climate, traffic, and how frequently you call on boost.
- Highway cruising – At 65–75 mph (105–120 km/h), many owners report around 20–23 mpg US (10–12 L/100 km) when unloaded and driven steadily.
- Mixed driving – Combined figures around 18–20 mpg US (11–13 L/100 km) are realistic for a lightly loaded RWD truck.
Towing a medium-size travel trailer or car hauler in the 5000–7000 lb range can cut fuel economy roughly in half, into single-digit or low-teens mpg, depending on speed and terrain. Careful speed management and aerodynamic awareness (for example, choosing lower-profile trailers) help limit this penalty.
Towing, hauling and traction
The Tundra RWD 389 hp is well suited to towing within its rated limits:
- The twin-turbo V6’s torque makes highway merges and grades relatively relaxed when properly geared.
- The 10-speed’s Tow/Haul mode alters shift patterns and converter behaviour to keep the engine in a stronger part of its power band.
- Coil-spring rear suspension, when combined with appropriate hitch setup and, if needed, weight-distribution hardware, offers stable towing dynamics.
RWD traction is adequate in dry conditions but can be challenged on wet boat ramps, gravel, or snow. Quality all-season or all-terrain tyres, limited rear weight when unladen, and careful throttle application are important. In genuine winter climates, dedicated winter tyres transform stability and control.
If you frequently tow near the maximum rating, routinely use unpaved job sites, or live in a region with snow and ice, a 4×4 may be a better fit. If your use is mainly paved-road commuting, occasional towing, and light work, the RWD Tundra strikes a good balance of simplicity, economy, and capability.
How Tundra RWD compares
The Tundra RWD 389 hp competes directly with other full-size half-ton pickups, each with its own strengths. Understanding where it fits helps you decide if it aligns with your priorities.
Versus Ford F-150
Ford’s F-150 offers a wider range of powertrains, from naturally aspirated V6 and V8 engines to turbocharged EcoBoost V6s and full hybrids. Compared with the F-150’s popular 3.5 EcoBoost:
- Performance is broadly similar, with strong mid-range torque and brisk acceleration.
- Fuel economy can be slightly better or worse depending on exact configurations and driving style.
- Long-term data on turbocharged EcoBoost engines is more mature, while Toyota’s twin-turbo V6 is younger, with recalls and early issues still being worked through.
Ford also offers specialised variants (such as the PowerBoost hybrid and off-road models) that the Tundra lineup only partially mirrors.
Versus Ram 1500
Ram 1500 is widely regarded for its ride comfort, especially with rear coil springs and available air suspension. The Tundra’s multi-link coil-spring rear narrows that gap considerably, giving it comfort that older leaf-spring trucks could not match.
Ram’s previous focus on naturally aspirated V8 power is shifting toward new turbocharged inline-six engines. If you prefer the traditional sound and simplicity of a big V8, some Ram configurations may still appeal. If you are comfortable with modern turbocharged gasoline engines, the Tundra is very much in the same technology space.
Versus Chevrolet Silverado 1500 and GMC Sierra 1500
GM’s trucks offer:
- Multiple engine options, including efficient diesels, strong V8s, and a turbocharged four-cylinder.
- Very high tow ratings in specific tow-package configurations.
- A broad array of trims from work trucks to luxury-oriented Denali and High Country variants.
The Tundra instead focuses on a smaller number of gasoline engine families plus a hybrid system. If you want a diesel for long-distance towing, GM (and Ram) currently have an edge. If you prefer Toyota’s design and safety philosophy and are satisfied with gasoline power, the Tundra is competitive.
Versus Nissan Titan
The Titan’s naturally aspirated 5.6 V8 appeals to buyers prioritising simplicity and sound, but the lineup is more limited and, in many markets, sales volumes are smaller. That can affect aftermarket options and the long-term ecosystem around the truck. The Tundra offers a more modern powertrain and broader trim range.
Where the Tundra RWD 389 hp stands out
The Tundra RWD is particularly attractive if you:
- Want a modern twin-turbo V6 truck with strong performance and a reasonably efficient RWD layout.
- Value ride comfort, refinement, and a confident safety package over extreme off-road capability.
- Plan to tow and haul within half-ton limits and prefer a simpler driveline without transfer cases and front axles.
Potential drawbacks relative to some rivals include:
- Limited powertrain variety compared with Ford and GM.
- No diesel option for those who prioritise long-range towing economy.
- A relatively new engine family, with significant recalls in early years that require careful VIN checks.
For many owners, once recalls are addressed and proper maintenance is in place, the Tundra RWD 389 hp combines modern performance and comfort with the robust feel people expect from a Toyota truck.
References
- 2022 Tundra Owner’s Manual 2022 (Owner’s Manual)
- MY22 Tundra eBrochure 2022 (Brochure)
- 2024 Tundra 2024 (Brochure)
- 2022 Toyota Tundra 2022 (Safety Rating)
- Vehicle Detail Search – 2022 TOYOTA TUNDRA PU CC 2022 (Safety Rating and Recall Database)
Disclaimer
This article is intended for informational purposes only and does not replace professional diagnosis, repair advice, or official service information. Specifications, torque values, fluid capacities, and maintenance intervals can vary by VIN, model year, market, trim level, and installed equipment. Always verify critical data against your vehicle’s official owner’s manual, factory service manual, current technical service bulletins, and guidance from qualified technicians or authorised dealers before performing maintenance or repairs.
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