#Force engine reviews generator#

#Force engine reviews generator#

The motor generator is built in-line to provide additional power that is transferred via the transmission, while the engine start-up, EV driving, electric assist and energy regeneration are solely done via the parallel hybrid components.ĭuring towing applications, the hybrid system provides additional power and torque. Starting with the same twin-turbo V6 platform, it adds a motor generator with a clutch located within the bell housing, between the engine and 10-speed automatic transmission. And, that is the brass ring in today’s world particularly where trucks that can tow are concerned. This option adds power – and fuel economy. This second version of twin-turbo V6 adds a hybrid element to the powertrain. The new 3.5L hybrid twin-turbo V6 – The i-FORCE MAX Those new cylinder heads (with cross-channels) are said to contribute to cylinder head reliability and operating efficiency. As for exhaust cooling the engine uses a computer-optimized exhaust valve shape, integrated exhaust manifold and cylinder head design that uses the same water jacket to lower exhaust gas temperature entering the turbochargers. The intake ports use a low-profile, laser-applied powder-metal to allow more coolant flow closer to the spark plug. Then they added machined cross-channels for additional combustion chamber cooling. Toyota engineers have developed state-of-the-art cylinder heads for max-boost reliability with a two-layer water jacket structure for max coolant flow and combustion chamber strength. Toyota has addressed this thanks to the water-cooled intercooler keeping turbo temperatures down. When dealing with turbos, heat is always a concern.

The 24-valve, Dual Overhead Cam V6 is chain-driven and features Dual VVT-i systems.

This new design incorporates an aluminum block with a displacement of 3,445 cc via an 85.5 mm bore and 100 mm stroke. This powerplant will be available later in 2022. This self-charging hybrid electric, with its integrated electric motor, also has numbers that are impressive: The second powertrain is a hybrid version of the i-FORCE V6 called the i-FORCE MAX. On the SR grade trucks, the same engine is detuned to produce 348 peak hp and up to 405 lb-ft of torque, with a resulting fuel consumption of: This all-new powertrain is 25% more fuel-efficient than the outgoing V8 engine, with an impressive fuel consumption of 13.5/10.6/12.2 L/100 km (city/highway/combined).

This engine is mated to a new 10-speed, electronically controlled, automatic transmission. While smaller than the outgoing 5.7L V8, it produces more power – generating 389 peak hp and up to 479 lb-ft of torque. The new engine is a 3.5L twin-turbo i-FORCE V6. Let’s take a closer look and explore the benefits of this update.

Toyota replaced it with two new engines, along with an updated transmission. It needed a change, so for 2022 it was dropped. For the previous 14 years, a 5.7L V8 was the principle powerplant. The single biggest change to this next generation Tundra is the powertrain. From here, the price-walk heads up through the various configurations and trims, to the top of the line – which is the Tundra 4×4 1794 Edition, Crew Max Cab with a 6.5’ bed that starts at an MSRP of $74,550. Starting with the base model, the Tundra 4×2 SR, Double-Cab with a 6.5’ bed, lists at a manufacturer’s suggested retail price (MSRP) of $44,990. In total, 23 models and trim configurations will be available and Canadian pricing has just been announced. On December 3, Toyota dealers will begin taking orders for the all-new 2022 Toyota Tundra.