2022 Toyota Tundra Platinum CrewMax 4×4 Review & Test Drive

Inside of the brand-new 2022 Toyota Tundra is a remodelled cabin that takes things up a few notches for being more premium, specifically in the upper trim levels like my Platinum test car, and even more in the elegant Capstone trim. Theres likewise a new 10-inch color heads-up display and a big 14-inch infotainment system that comes standard for the Limited trim and all greater trim levels in location of the basic 8-inch system in the lower trims.

At the end of the day, the new 2022 Toyota Tundra, happily made in Texas, will continue to keep its fan base proud and quite pleased with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own newbies or rivals, the new Tundra will do simply fine to capture some who may have had a bad experience or are curious on how well the Tundra may impress them since its from an Americanized brand name with an unparalleled history of reliability.

Fuel intake is much improved as you would expect with the Tundra now getting 17 mpg city, 22 mpg highway, and 19 mpg combined in the 4 × 4 setup of my Tundra Platinum CrewMax long-bed test lorry. Where things start to get even better, at least throughout city driving, is in the hybrid trim Tundra models, which are currently designated for the two leading trims of the Tundra TRD Pro and luxurious Capstone trim. As a fast note, the new Tundra has readily available remote start through the Toyota app (paid service) but when you have the feature you can also remote start the Tundra by pushing the lock button 3 times on your key fob (without the paid-service). At a starting rate of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a highly regarded value. At the leading end of the spectrum, the brand-new Tundra TRD Pro begins at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.

Toyotas long-standing and proven dependability must equate well for the new 2022 Tundra as theres a more refined package here with no rattles and a flawless construct quality inside and out. The flight of the brand-new Tundra is smoother partly thanks to adaptive dampers, and the cabin is surprisingly peaceful for a truck. Some of that quietness is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 but does have a neat growl that Toyota handled to summon from creative engineering.

In the past, Ive explained often times how Toyotas systematic method to upgrading their vehicles has actually done well for them considering how reliable and trusted the brand has actually been for many years. To restate such an idea, the Toyota Tundra has gone 14 years in its second generation, and for the 2022 design year, it gets a full redesign marking the 3rd generation of the full-size truck that is more poised to contend with the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The totally upgraded 2022 Toyota Tundra is a more refined truck that does away with the old V8 engine for a twin-turbo 3.5-liter V6 engine (i-Force) and a new hybrid V6 setup called the i-Force Max. The base engine, the brand-new twin-turbo 3.5-liter V6 discovered in my Tundra Platinum trim test vehicle, touts enhancements over the V8 in simply about every location having a smooth delivery of its 389 horsepower and 479 lb-ft of torque in my test car. Power is sent out through a new 10-speed automatic transmission that feels mostly direct and does an excellent job of finding the proper equipment without unnecessary moving.

The seating plans are more comfortable than I remember in the outbound model and there are additional subtle touches that make the interior feel premium, such as the accented stitching throughout the dashboard and seats, which are heated up and ventilated in advance along with for the back outboard seats. The seating areas have plentiful space, and the rear seat still seems like a big sofa and has large storage locations below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone trims.

Fuel intake is much enhanced as you would expect with the Tundra now getting 17 mpg city, 22 mpg highway, and 19 mpg combined in the 4 × 4 setup of my Tundra Platinum CrewMax long-bed test car. Where things start to get even better, at least throughout city driving, is in the hybrid trim Tundra models, which are currently designated for the 2 top trims of the Tundra TRD Pro and elegant Capstone trim.

Power from the brand-new engine comes on strong with adequate torque and gets the automobile moving well thanks to its slightly lighter curb weight over the outbound design. I was able to make a couple of 0 to 60 mph tests and the best time concerned 6.9 seconds. The mid-range power was the sweet area for the turbo V6 and it never ever seemed like it was lacking for its pulling power. For the most part, the new Tundra felt a little lighter on its feet versus the outgoing model and the braking feel is outstanding with an initial grab that influenced some confidence in managing the truck and bringing it to a safe stop. Overall, the braking pedal feel is the finest Ive experienced in this class of a truck. When stopped, theres a new start/stop function that shuts down the engine if you apply enough brake pressure at the stop, however you can briefly disable the feature (it will need disabling after a brand-new preliminary car startup). As a fast note, the new Tundra has offered remote start through the Toyota app (paid service) but when you have the function you can also remote begin the Tundra by pressing the lock button three times on your essential fob (without the paid-service). Though, the lorry shuts off when you try to unlock the doors, which is odd.

Toyota had to do something to update the Tundra and it was previous time for a redesign. After upwards of 14 years of the very same generation, the Tundra was old and fell back the competitors. Recently the Tundra rested on its dependability element however there were numerous locations in need of much enhancement, which I think the all-new 2022 design has attended to with a few intriguing surprises like the offering of the hybrid powertrain in the upper two trim levels in addition to the captivating large-and-in-charge 14-inch infotainment screen. As far as appearances, the brand-new 2022 Tundra fits the appropriate part for having its unique character with its auto-highbeam LED headlights, LED foglights, and sequentially lit LED turn signals in advance and out back. What is missing, in my opinion, is something extra for the tailgate that is otherwise “regular” however has a power-retractable footstep for simple access to the composite-lined truck bed and a quick power-release button on the chauffeurs side taillight. There are no tow hooks available that I understand of in any trim level.

To increase the Tundras place amongst the competitors, theres the schedule of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test lorry. If you need extra ground clearance outside of the new Tundra Platinums 9.4 inches, youll want to step up to the TRD Pro to get 10.9 inches.

As anticipated, theres a bevy of active safety features for the new Tundra with Toyotas Safety Sense 2.5 plan being basic across the board, which consists of pre-collision caution with automated emergency situation braking, adaptive cruise control, and a lane-keeping system. The extra safety features, such as the blind-spot display with rear cross-traffic alert, are basic starting with the Limited trim. The Platinum trim adds a 360-degree cam system and a trailer backup guide system.
At a starting rate of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a highly regarded worth. The prices scale rapidly overtakes the competitors as you go higher into the trim levels where the Limited starts at $46,850 and my Tundra Platinum CrewMax 4 × 4 with the 6.5-foot bed, leveling suspension, the power running boards, and power tow mirrors, checks out at $63,939. On top end of the spectrum, the new Tundra TRD Pro starts at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.

Toyotas mission to match and somewhat go beyond some competition pays off well with the brand-new 14-inch infotainment system that now listens for more natural language commands starting with a prompt word of “Hey Toyota,” just like how other brand-new systems from BMW and Mercedes-Benz timely voice recognition commands. The brand-new infotainment system is really responsive and has a brief learning curve. The system has a lot of covert features that usually present themselves at random through pop-up alerts, which can be somewhat of a distraction if you enable it. The system is very open and straightforward for its settings and expected over-the-air updates to keep it running with new integrations. Theres likewise wireless or USB-wired Apple CarPlay and Android Auto combination that works seamlessly throughout my experience with my iPhone 13 Pro.

Towing ability for the new Tundra maxes out at 12,000 pounds if you go with a base SR trim with the smaller sized double taxi, which likewise has a max payload of 1,940 pounds (5,095 curb weight/gross weight at 7,035 pounds). From there, towing is only somewhat down with trims like my test vehicle maxing out at 11,180 pounds and a max payload of 1,630 pounds (5,535 curb weight/gross weight at 7,165 pounds).

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