As anticipated, theres a bevy of active safety features for the new Tundra with Toyotas Safety Sense 2.5 bundle being basic across the board, that includes pre-collision warning with automatic emergency 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 standard beginning with the Limited trim. The Platinum trim adds a 360-degree video camera system and a trailer backup guide system.
At a starting price of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a respected value. The pricing scale rapidly catches up with 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, tests out at $63,939. At the leading end of the spectrum, the new Tundra TRD Pro starts at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.
Fuel intake is much enhanced as you would anticipate 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 automobile. Where things begin to get even much better, at least during city driving, is in the hybrid trim Tundra designs, which are currently designated for the two leading trims of the Tundra TRD Pro and glamorous 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 likewise remote begin the Tundra by pushing the lock button three times on your essential fob (without the paid-service). At a starting cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a reputable value. At the leading end of the spectrum, the brand-new Tundra TRD Pro starts at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.
Inside of 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 lorry, and even more in the luxurious Capstone trim. Theres now a soft-touch dashboard and more soft-touch locations for the upper face of the dash. Bringing a main focus to the chauffeur is a new instrument cluster that can be had in a completely digital 12.3-inch display screen providing you all significant vehicle info and a couple of personalized parts of the screen. Theres also a new 10-inch color heads-up display and a big 14-inch infotainment system that comes requirement for the Limited trim and all greater trim levels in place of the standard 8-inch system in the lower trims.
At the end of the day, the brand-new 2022 Toyota Tundra, happily made in Texas, will continue to keep its fan base proud and rather pleased with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who presently own newbies or competitors, 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 since its from an Americanized brand with an unmatched history of dependability.
Toyotas tested and enduring dependability must translate well for the new 2022 Tundra as theres a more refined package here with no rattles and an impeccable build quality inside and out. The flight of the new Tundra is smoother partially 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 however does have a neat grumble that Toyota handled to conjure up from clever engineering.
To increase the Tundras location amongst the competitors, theres the availability of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test vehicle. The lowering and raising of the back does spend some time to complete through the dash button but shows to be very advantageous for hauling or hauling heavy items to avoid rear sag and potentially surpass stability at speed. The overall appearance of my test lorry appears to be a bit low even with the system set into the automated mode at the regular flight height. Youll want to step up to the TRD Pro to get 10.9 inches if you require additional ground clearance outside of the brand-new Tundra Platinums 9.4 inches. Theres also the schedule of power tow mirrors discovered on my test vehicle that can be extended at journalism of a button, which are already incredibly big and often create a little blind spot that you must be mindful when steering.
Toyota had to do something to upgrade the Tundra and it was past time for a redesign. After upwards of 14 years of the very same generation, the Tundra was old and fell back the competitors. In the last few years the Tundra rested on its dependability aspect but there were lots of areas in need of much improvement, which I think the brand 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 captivating large-and-in-charge 14-inch infotainment screen. As far as appearances, the brand-new 2022 Tundra fits the proper part for having its special 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 viewpoint, is something additional for the tailgate that is otherwise “typical” but has a power-retractable step for simple access to the composite-lined truck bed and a fast power-release button on the drivers side taillight. Also, there are no tow hooks available that I know of in any trim level.
Fuel consumption is much enhanced as you would anticipate 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 vehicle. Where things begin to get even much better, at least during city driving, is in the hybrid trim Tundra models, which are currently designated for the 2 top trims of the Tundra TRD Pro and glamorous Capstone trim.
Towing ability for the brand-new Tundra maxes out at 12,000 pounds if you choose for 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 car maxing out at 11,180 pounds and a max payload of 1,630 pounds (5,535 curb weight/gross weight at 7,165 pounds).
Toyotas mission to match and somewhat exceed some competitors pays off well with the 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 new systems from BMW and Mercedes-Benz timely voice acknowledgment commands. The new infotainment system is extremely responsive and has a short knowing curve. The system has a lot of surprise functions that generally present themselves at random through pop-up notices, which can be rather of an interruption if you enable it. The system is very open and simple for its settings and anticipated over-the-air updates to keep it keeping up new integrations. Theres usb-wired or likewise wireless Apple CarPlay and Android Auto integration that works effortlessly during my experience with my iPhone 13 Pro.
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 an initial grab that influenced some confidence in managing the truck and bringing it to a safe stop. When stopped, theres a new start/stop function that shuts down the engine if you use enough brake pressure at the stop, however you can momentarily disable the feature (it will need disabling after a new preliminary vehicle start-up). As a quick note, the brand-new Tundra has offered remote start through the Toyota app (paid service) however when you have the function you can likewise remote begin the Tundra by pressing the lock button three times on your crucial fob (without the paid-service).
The seating arrangements are more comfy than I keep in mind in the outgoing 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 aerated in advance in addition to for the back outboard seats. The seating areas have numerous space, and the rear seat still seems like a large sofa and has big storage areas below the folding bottoms that is otherwise used up by the hybrid battery in the TRD Pro or Capstone trims.
In the past, Ive discussed sometimes how Toyotas methodical method to upgrading their cars has actually done well for them thinking about how trusted and relied on the brand has been for countless years. To restate such a notion, the Toyota Tundra has actually gone 14 years in its second generation, and for the 2022 model year, it gets a full redesign marking the third generation of the full-size truck that is more poised to complete with the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The completely 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 new hybrid V6 setup called the i-Force Max. The base engine, the brand-new twin-turbo 3.5-liter V6 found in my Tundra Platinum trim test car, promotes enhancements over the V8 in just about every area having a smooth delivery of its 389 horse power and 479 lb-ft of torque in my test vehicle. Power is sent through a brand-new 10-speed automated transmission that feels primarily direct and does an excellent task of finding the appropriate equipment without unneeded shifting.