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

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

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 model. I was able to make a couple of 0 to 60 miles per hour tests and the very best time concerned 6.9 seconds. The mid-range power was the sweet spot for the turbo V6 and it never ever felt like it was lacking for its pulling power. For the most part, the new Tundra felt a little lighter on its feet versus the outbound model and the braking feel is excellent with a preliminary grab that influenced some self-confidence in managing the truck and bringing it to a safe stop. Overall, the braking pedal feel is the best 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 momentarily disable the function (it will need disabling after a new preliminary vehicle start-up). As a fast note, the brand-new Tundra has readily available remote start through the Toyota app (paid service) however when you have the function you can also remote start the Tundra by pressing the lock button three times on your key fob (without the paid-service). The lorry shuts off when you try to open the doors, which is unusual.

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 warmed and ventilated in advance in addition to for the back outboard seats. The seating areas have plentiful area, and the rear seat still feels like a large couch and has large storage areas listed below the folding bottoms that is otherwise used up by the hybrid battery in the TRD Pro or Capstone trims.

Toyota had to do something to upgrade the Tundra and it was previous time for a redesign. After upwards of 14 years of the exact same generation, the Tundra was old and fell behind the competition. In the last few years the Tundra rested on its reliability element but there were lots of areas in need of much improvement, which I think the all-new 2022 model has actually attended to with a few intriguing surprises like the offering of the hybrid powertrain in the upper 2 trim levels in addition to the distinctive large-and-in-charge 14-inch infotainment screen. As far as looks, the new 2022 Tundra fits the appropriate part for having its special character with its auto-highbeam LED headlights, LED foglights, and sequentially lit LED turn signals up front and out back. What is missing, in my viewpoint, is something extra for the tailgate that is otherwise “normal” but has a power-retractable footstep for simple access to the composite-lined truck bed and a fast power-release button on the chauffeurs side taillight. Also, there are no tow hooks offered that I understand of in any trim level.

As anticipated, theres a bunch of active safety functions for the brand-new Tundra with Toyotas Safety Sense 2.5 package being standard across the board, that includes pre-collision caution with automated emergency braking, adaptive cruise control, and a lane-keeping system. The additional safety features, such as the blind-spot screen with rear cross-traffic alert, are standard beginning with the Limited trim. The Platinum trim includes 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 new 2022 Toyota Tundra is a highly regarded value. The prices scale rapidly catches up with the competition 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, evaluates 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 tested and enduring reliability should equate well for the brand-new 2022 Tundra as theres a more refined plan here with no rattles and an impressive build quality inside and out. The trip of the new Tundra is smoother partly thanks to adaptive dampers, and the cabin is remarkably peaceful for a truck. Some of that tranquility is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 but does have a cool growl that Toyota managed to conjure up from creative engineering.

Fuel consumption 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 automobile. Where things begin to get even better, at least during city driving, is in the hybrid trim Tundra designs, which are presently designated for the two top trims of the Tundra TRD Pro and luxurious Capstone trim.

Within the new 2022 Toyota Tundra is a reworked cabin that takes things up a few notches for being more premium, particularly in the upper trim levels like my Platinum test vehicle, and even more in the glamorous Capstone trim. Theres now a soft-touch dashboard and more soft-touch locations for the upper face of the dash. Bringing a central focus to the motorist is a brand-new instrument cluster that can be had in a completely digital 12.3-inch screen providing you all essential lorry info and a number of customizable parts of the screen. Theres likewise a brand-new 10-inch color heads-up screen and a big 14-inch infotainment system that comes requirement for the Limited trim and all higher trim levels in place of the standard 8-inch system in the lower trims.

Toyotas quest to match and somewhat exceed some competition pays off well with the new 14-inch infotainment system that now listens for more natural language commands beginning with a prompt word of “Hey Toyota,” much like how other new systems from BMW and Mercedes-Benz timely voice acknowledgment commands. The system is uncomplicated and very open for its settings and expected over-the-air updates to keep it running with brand-new integrations.

Fuel consumption is much enhanced as you would expect with the Tundra now getting 17 mpg city, 22 mpg highway, and 19 mpg integrated in the 4 × 4 setup of my Tundra Platinum CrewMax long-bed test lorry. Where things begin to get even better, at least throughout city driving, is in the hybrid trim Tundra designs, which are currently designated for the 2 leading trims of the Tundra TRD Pro and glamorous Capstone trim. As a quick note, the brand-new Tundra has readily available remote start through the Toyota app (paid service) however when you have the feature you can likewise remote begin the Tundra by pushing the lock button three times on your key fob (without the paid-service). At a beginning price of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a respected 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.

To increase the Tundras location amongst the competitors, theres the accessibility of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test car. The lowering and raising of the back does take a while to finish through the dash button however proves to be really beneficial for towing or hauling heavy products to prevent rear sag and potentially surpass stability at speed. The total look of my test vehicle seems to be a bit low even with the system set into the automated mode at the regular ride height. Youll desire to step up to the TRD Pro to get 10.9 inches if you require extra ground clearance outside of the brand-new Tundra Platinums 9.4 inches. Theres likewise the accessibility of power tow mirrors discovered on my test lorry that can be extended at the press of a button, which are currently very substantial and frequently develop a small blind area that you must be conscious when steering.

At the end of the day, the new 2022 Toyota Tundra, proudly 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 presently own rivals or newcomers, the new Tundra will do just fine to catch some who may have had a bad experience or wonder on how well the Tundra might impress them due to the fact that its from an Americanized brand with an unsurpassed history of dependability.

In the past, Ive explained often times how Toyotas systematic approach to updating their lorries has done well for them thinking about how reputable and trusted the brand name has actually been for numerous years. To repeat such an idea, the Toyota Tundra has gone 14 years in its 2nd generation, and for the 2022 design year, it gets a full redesign marking the third generation of the full-size truck that is more poised to compete with the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The totally revamped 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 brand-new hybrid V6 setup called the i-Force Max. The base engine, the new twin-turbo 3.5-liter V6 discovered in my Tundra Platinum trim test vehicle, promotes improvements over the V8 in almost every area having a smooth delivery of its 389 horse power and 479 lb-ft of torque in my test car. Power is sent through a new 10-speed automatic transmission that feels mainly direct and does a good task of finding the appropriate equipment without unnecessary shifting.

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