A painting depicting the loading of Raduga
missiles on a Tu-22M rotary launcher. The bomber depicted is an early Tu-22M2, with distinctive air intakes.
In 1962, with the introduction of the
Tu-22, it became increasingly clear that the aircraft was considerably inadequate in its role as a bomber. In addition to widespread unserviceability and maintenance issues, the Tu-22’s handling characteristics proved to be dangerous. Its landing speed was some 100 km/h (60 mph) greater than previous bombers and it had a tendency to pitch up and strike its tail upon landing. It was difficult to fly, and had poor all-round visibility.
 In 1962, Tupolev commenced work on major update of the Tu-22. Initially, the bureau planned to add a
variable-sweep wing and uprated engines into the updated design. The design was tested at
wind tunnels at
During this time, Sukhoi, traditionally a designer of fighter aircraft, developed the
T-4, a four-engine titanium aircraft with canards. A response to the
XB-70, it was to have a cruise speed of 3,200 km/h (2,000 mph), requiring a massive research effort in order to develop the requisite technologies. Not to be outdone, Tupolev, whose expertise is with bombers, offered the
Soviet Air Force (Voyenno-Vozdushnye Sily, VVS) a massively-updated version of the Tu-22.
Compared to the T-4, it was an evolutionary design, and thus its appeal laid in its simplicity and low cost. However, the Soviet government was skeptical about the need to approve the development of a replacement aircraft so soon after the Tu-22 had just entered service.
 The Air Force and Tupolev, in order to save face with regards to the Tu-22’s operational deficiencies and to stave off criticisms from the ICBM lobby, agreed to pass off the design as an update of the Tu-22 in their discussions with the government. The aircraft was designated Tu-22M, given the OKB code "Aircraft 45", and an internal designation of "AM". Their effort was successful as the government approved the design on 28 November 1967, and decreed the development of the aircraft's main weapon, the
 The T-4 itself would make its first flight in 1972, but was later cancelled.
US intelligence had been aware of the existence of the aircraft since 1969, and the first satellite photograph of the bomber would be taken in 1970. The existence of the aircraft was a shock to US intelligence as Nikita Khrushchev, who had been the Soviet premier up to 1964, was adamant that ICBMs would render the bomber obsolete.
As in the case of its contemporaries, the
Su-17 projects, the advantages of
variable-sweep wing (or "swing wing") seemed attractive, allowing a combination of short take-off performance, efficient cruising, and good high-speed, low-level flight. The result was a new swing wing aircraft named Samolyot 145 (Aeroplane 145), derived from the
Tupolev Tu-22, with some features borrowed from the abortive
Tu-98. The Tu-22M was based on the Tu-22's weapon system and used its
missile. The Tu-22M designation was used to help get approval for the bomber within the
Soviet military and government system.
The Tu-22M designation was used by the Soviet Union during the
SALT II arms control negotiations, creating the impression that it was a modification of the Tu-22. Some suggested that the designation was deliberately deceptive, and intended to hide the Tu-22M's performance. Other sources suggest the "deception" was internal to make it easier to get budgets approved. According to some sources, the Backfire-B/C production variants were believed to be designated Tu-26 by Russia, although this is disputed by many others. The US State and Defense Departments have used the Tu-22M designation for the Backfire.
Production of all Tu-22M variants totalled 497 including pre-production aircraft.
In 2014, Russian aerospace expert Piotr Butowski estimated there were seven squadrons of Tu-22Ms in service, each with approximately 10 aircraft, stationed at three airbases; 40 at
Belaya airbase in southeastern
Siberia, 28 at
Shaykovka airbase southwest of Moscow, and 10 at
Dyagilevo airbase in
Ryazan southeast of Moscow which serves as the training unit for the bomber. With the deletion of the aircraft's in-flight refueling capability due to the
START I treaty, the Tu-22M's internal fuel capacity limits its operational range from its home bases to only around Russia's immediate sphere of influence.