2022 RAM 1500 vs 2021 Toyota Tundra

The 2021 Toyota Tundra, with its somewhat awkward appearance, was a product of its time, originally developed in the mid-2000s and released for the 2007 model year. Its massive grille and disproportionately small headlights contributed to a design that seemed oversized in peculiar ways. Despite its dated underpinnings, the Tundra's "Cement" paint colour, blacked-out wheels, and badging lent it a more modern look. Inside, the cabin was a mix of dated and contemporary elements, with hard plastics and monotone panels dominating the dash. However, the layout was intuitive, with all buttons and dials within easy reach, making it user-friendly compared to the more complex cabin of the new Ram 1500. The Tundra's interior was not luxurious, but Toyota kept it fresh with a standard 7-inch infotainment system featuring Apple CarPlay and Android Auto.

In contrast, the 2022 RAM 1500 presented a clean and contemporary design, maintaining vestiges of the "big rig" styling that saved the Dodge Ram in the 1990s. The Limited model's chrome accents fit naturally with the design, avoiding the tacked-on look seen in some competitors. Inside, the RAM 1500 Limited was a luxury truck, with a busy design featuring exposed stitching, mixed materials, and various patterns. The quality of the Indigo and Sea Salt two-tone colour scheme, materials, and construction was outstanding, exuding a sense of luxury. The cabin was unexpectedly quiet, with wind, road, and engine noise hushed to low levels, providing a comfortable driving experience.

The 2021 Toyota Tundra came standard with a 5.7-litre V8 engine, producing 391 horsepower and 401 pound-feet of torque. This engine, paired with a six-speed automatic transmission, offered strong acceleration and a confident driving experience. The Tundra's towing capacity was 4,400 kilograms (9,700 pounds), and it had a payload capacity of 599 kg (1,320 lb). While its towing capacity was below that of some competitors, the Tundra was comfortable over various surfaces, with a width that prevented it from feeling top-heavy in corners. The steering was vague at low speeds but settled in on the highway, where the truck felt most at home.

The 2022 RAM 1500 offered several engine options, including a 3.6-litre Pentastar V6 with a mild-hybrid system, a 5.7-litre Hemi V8, and a supercharged 6.2-litre V8 in the TRX model. Our test truck featured the EcoDiesel engine, a turbocharged 3.0-litre diesel V6 producing 260 horsepower and 480 lb-ft of torque, paired with an eight-speed automatic transmission. The EcoDiesel's towing capacity reached up to 5,697 kilograms (12,560 pounds), with our Crew Cab Limited 4WD managing a 4,354-kilogram (9,600-pound) trailer and carrying 807 kg (1,780 pounds) of payload. The RAM 1500's coil-spring rear suspension and optional air suspension provided a smooth ride, and the cabin was quiet, making it a pleasure to drive.

The 2021 Toyota Tundra offered two cab sizes and three bed sizes. The Double Cab had conventionally-opening rear doors and was available with a 2 metre (6.5 foot) or a 2.48 metre (8.1 foot) bed. The CrewMax, a full four-door crew cab, came with a 1.695 metre (5.5 foot) bed and provided ample legroom for rear seat passengers. The front seats offered plenty of room, with a massive centre console and multiple storage options, though the door trays and cup holders were smaller than those in other full-size pickups.

The 2022 RAM 1500 Limited featured power-deploying running boards, which could be turned on or off depending on the situation. The truck's interior was spacious, with heated and ventilated front and rear seats, a heated steering wheel, and a reclining back seat for added comfort. Practical storage space was abundant, with trays, bins, and cubbies throughout the cabin. The multi-function tailgate could support 900 kilograms (2,000 pounds) and offered different configurations for loading and unloading. The RAM 1500 also provided optional RamBox storage bins, though our test vehicle did not have them.

The 2021 Toyota Tundra's infotainment system, updated in 2020, featured a standard 8-inch touchscreen with Apple CarPlay, Android Auto, SiriusXM satellite radio, and available navigation. The system was easy to operate, with a sensible layout and redundant hard buttons. The Tundra also came with multiple USB ports and Bluetooth connectivity, with a seven-speaker stereo on Double Cab trims and nine speakers on the CrewMax. An available JBL premium audio system offered 12 speakers, including a subwoofer and amplifier.

The 2022 RAM 1500 introduced the Uconnect 5 infotainment system, optional on lower trims and standard from the Sport grade. The system was faster and more responsive, with an 8.4-inch or 12-inch touchscreen display. Our test vehicle had the 12-inch display, featuring wireless Apple CarPlay and Android Auto, Bluetooth, satellite radio, and connected services, including WiFi access. The system also offered a 19-speaker Harman Kardon surround-sound system and a Ramcharger wireless charging dock. However, the voice recognition system and overall complexity posed some user experience challenges.

The 2021 Toyota Tundra came standard with the Toyota Safety Sense P suite, including forward-collision warning, pedestrian detection, lane-departure warning, automatic high beams, and adaptive cruise control. Optional safety features included front and rear parking sensors, blind-spot monitoring, and rear cross-traffic alert. The Tundra also had eight airbags, a tire pressure monitoring system, and a tow package with a heavy-duty hitch receiver and transmission cooler.

The 2022 RAM 1500 offered driver-assist features starting from the Big Horn trim, including blind-spot monitoring and rear cross-traffic alert. Higher trims added features like automatic high-beam headlights, forward-collision warning, automatic emergency braking, and adaptive cruise control. The Advanced Safety Group included additional features like a head-up display and surround-view camera. The RAM 1500 received a Top Safety Pick rating from the IIHS and a five-star overall rating from the NHTSA, though there was room for improvement in frontal-impact ratings.