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

Toyotas long-standing and tested dependability ought to translate well for the brand-new 2022 Tundra as theres a more refined package here without any rattles and an impressive develop 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. A few of that quietness is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 however does have a cool growl that Toyota managed to conjure up from clever engineering.

Power from the new engine comes on strong with sufficient torque and gets the car moving well thanks to its slightly lighter curb weight over the outgoing design. I had the ability to make a few 0 to 60 mph 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 felt like it was doing not have for its pulling power. For the most part, the brand-new Tundra felt a little lighter on its feet versus the outgoing model and the braking feel is outstanding with a preliminary grab that influenced some confidence in controlling the truck and bringing it to a safe stop. Overall, the braking pedal feel is the very best Ive experienced in this class of a truck. When stopped, theres a brand-new start/stop function that closes down the engine if you use enough brake pressure at the stop, but you can briefly disable the function (it will need disabling after a new initial car startup). As a fast note, the new Tundra has available remote start through the Toyota app (paid service) but when you have the function you can likewise remote start the Tundra by pushing the lock button three times on your crucial fob (without the paid-service). Though, the lorry shuts off when you attempt to open the doors, which is weird.

Within the new 2022 Toyota Tundra is a revamped cabin that takes things up a couple of notches for being more premium, specifically in the upper trim levels like my Platinum test car, and even more in the glamorous Capstone trim. Theres now a soft-touch control panel and more soft-touch areas 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 display offering you all significant car information and a number of personalized parts of the screen. Theres also a brand-new 10-inch color heads-up display screen and a big 14-inch infotainment system that comes standard for the Limited trim and all greater trim levels in place of the basic 8-inch system in the lower trims.

As expected, theres a bevy of active safety functions for the brand-new Tundra with Toyotas Safety Sense 2.5 plan being standard throughout the board, that includes pre-collision warning with automated emergency situation braking, adaptive cruise control, and a lane-keeping system. The extra security 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 electronic 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 prices scale rapidly captures 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, checks out at $63,939. At the top 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.

The seating plans are more comfortable than I keep in mind in the outbound design and there are extra subtle touches that make the interior feel premium, such as the accented stitching throughout the control panel and seats, which are warmed and ventilated up front along with for the back outboard seats. The seating areas have numerous space, and the rear seat still feels like a big sofa and has big storage areas listed 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 lot of times how Toyotas methodical approach to upgrading their cars has actually done well for them considering how reliable and trusted the brand name has been for many years. To repeat 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 third generation of the full-size truck that is more poised to take on the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The completely revamped 2022 Toyota Tundra is a more refined truck that eliminates 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 just about every area having a smooth delivery of its 389 horsepower and 479 lb-ft of torque in my test automobile. Power is sent through a brand-new 10-speed automatic transmission that feels mainly direct and does an excellent task of discovering the proper gear without unneeded shifting.

Towing capability for the brand-new Tundra maxes out at 12,000 pounds if you choose for a base SR trim with the smaller sized double taxi, which also has a max payload of 1,940 pounds (5,095 curb weight/gross weight at 7,035 pounds). From there, towing is only slightly 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).

At the end of the day, the new 2022 Toyota Tundra, happily made in Texas, will continue to keep its fan base proud and rather delighted with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own rivals or newbies, the new Tundra will do just great to record some who might have had a disappointment or wonder on how well the Tundra may impress them since its from an Americanized brand name with an unsurpassed history of dependability.

Toyotas quest to match and rather exceed some competitors settles well with the brand-new 14-inch infotainment system that now listens for more natural language commands starting with a timely word of “Hey Toyota,” much like how other brand-new systems from BMW and Mercedes-Benz prompt voice recognition commands. The brand-new infotainment system is really responsive and has a brief learning curve. The system has a lot of hidden features that usually present themselves at random through pop-up alerts, which can be somewhat of a distraction if you allow it. The system is simple and really open for its settings and anticipated over-the-air updates to keep it running with new integrations. Theres likewise wireless or USB-wired Apple CarPlay and Android Auto integration that works perfectly during my experience with my iPhone 13 Pro.

Fuel intake 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 lorry. Where things start to get even much better, at least during city driving, is in the hybrid trim Tundra designs, which are currently designated for the two top trims of the Tundra TRD Pro and glamorous Capstone trim. As a quick note, the brand-new Tundra has offered remote start through the Toyota app (paid service) but when you have the feature you can also remote start the Tundra by pressing the lock button 3 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 brand-new 2022 Toyota Tundra is a respected value. At the top end of the spectrum, the new Tundra TRD Pro begins at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.

To increase the Tundras place among the competitors, theres the accessibility of a rear load-leveling suspension system, which was equipped on my Tundra Platinum test vehicle. The lowering and raising of the back does take a while to complete through the dash button but shows to be extremely beneficial for pulling or hauling heavy products to avoid rear sag and potentially improve upon stability at speed. The total look of my test lorry seems to be a bit low even with the system set into the automated mode at the typical flight height. Youll want to step up to the TRD Pro to get 10.9 inches if you need extra ground clearance outside of the new Tundra Platinums 9.4 inches. Theres also the availability of power tow mirrors found on my test vehicle that can be extended at journalism of a button, which are currently super substantial and often develop a little blind area that you should be conscious when maneuvering.

Toyota had to do something to update the Tundra and it was previous time for a redesign. In recent years the Tundra rested on its reliability factor but there were many areas in requirement of much improvement, which I think the all-new 2022 model has addressed with a few interesting surprises like the offering of the hybrid powertrain in the upper 2 trim levels along with the captivating large-and-in-charge 14-inch infotainment screen. As far as appearances, the 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 up front and out back.

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 lorry. Where things start to get even much better, at least throughout city driving, is in the hybrid trim Tundra models, which are presently designated for the two leading trims of the Tundra TRD Pro and elegant Capstone trim.

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