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

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 presently designated for the two top trims of the Tundra TRD Pro and elegant Capstone trim. As a fast note, the brand-new Tundra has available remote start through the Toyota app (paid service) but when you have the feature you can also remote begin the Tundra by pushing the lock button 3 times on your key fob (without the paid-service). At a starting cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a reputable 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.

Power from the new engine comes on strong with adequate torque and gets the lorry moving well thanks to its slightly lighter curb weight over the outbound model. I was able to make a couple of 0 to 60 mph tests and the very best time pertained to 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 brand-new Tundra felt a little lighter on its feet versus the outbound design and the braking feel is excellent with an initial grab that influenced some self-confidence in managing the truck and bringing it to a safe stop. In general, the braking pedal feel is the 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 apply enough brake pressure at the stop, but you can momentarily disable the feature (it will need disabling after a new initial car startup). 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 essential fob (without the paid-service). The lorry shuts off when you attempt to unlock the doors, which is weird.

Toyota had to do something to upgrade the Tundra and it was past time for a redesign. After upwards of 14 years of the same generation, the Tundra was old and fell back the competition. Recently the Tundra rested on its reliability factor but there were lots of areas in requirement of much enhancement, which I believe the all-new 2022 model has addressed with a few intriguing surprises like the offering of the hybrid powertrain in the upper two trim levels together with the eye-catching 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 out on, in my opinion, 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. There are no tow hooks readily available that I know of in any trim level.

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 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 slightly down with trims like my test lorry maxing out at 11,180 pounds and a max payload of 1,630 pounds (5,535 curb weight/gross weight at 7,165 pounds).

Within 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 automobile, and much more in the luxurious 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 driver is a new instrument cluster that can be had in a totally digital 12.3-inch display screen offering you all relevant vehicle details and a couple of customizable parts of the screen. Theres also a new 10-inch color heads-up display screen and a large 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.

In the past, Ive described lot of times how Toyotas systematic technique to updating their cars has succeeded for them thinking about how trustworthy and trusted the brand name has been for many years. To reiterate such a concept, the Toyota Tundra has gone 14 years in its 2nd 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 take on the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The entirely 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 brand-new hybrid V6 setup called the i-Force Max. The base engine, the 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 shipment of its 389 horsepower and 479 lb-ft of torque in my test lorry. Power is sent out through a new 10-speed automated transmission that feels mainly direct and does a good task of finding the correct equipment without unneeded shifting.

Toyotas quest to match and rather surpass 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 extremely open for its settings and anticipated over-the-air updates to keep it running with new combinations.

As anticipated, theres a bunch of active safety functions for the new Tundra with Toyotas Safety Sense 2.5 bundle being basic throughout the board, which includes pre-collision caution with automated emergency situation braking, adaptive cruise control, and a lane-keeping system. The extra security features, such as the blind-spot display with rear cross-traffic alert, are standard starting with the Limited trim. The Platinum trim includes a 360-degree video camera system and a trailer backup guide system.
At a beginning rate of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a reputable worth. The prices scale rapidly captures 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. On top 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.

The seating plans are more comfy than I keep in mind in the outbound model 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 as well as for the back outboard seats. The seating areas have abundant space, and the rear seat still seems like a large sofa and has big storage locations listed below the folding bottoms that is otherwise used up by the hybrid battery in the TRD Pro or Capstone trims.

Toyotas enduring and proven dependability should equate well for the new 2022 Tundra as theres a more refined plan here with no rattles and a flawless develop quality inside and out. The trip of the brand-new Tundra is smoother partly thanks to adaptive dampers, and the cabin is remarkably peaceful for a truck. A few of that quietness is thanks to the turbocharged V6 engine that does not sound anything like the outgoing V8 but does have a neat grumble that Toyota managed to invoke from smart engineering.

To heighten 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 shows to be really beneficial for pulling or carrying heavy products to avoid rear droop and possibly surpass stability at speed. The overall look of my test automobile seems to be a bit low even with the system set into the automated mode at the typical trip height. Youll want to step up to the TRD Pro to get 10.9 inches if you need additional ground clearance outside of the new Tundra Platinums 9.4 inches. Theres also the accessibility of power tow mirrors discovered on my test vehicle that can be extended at the press of a button, which are already very substantial and frequently produce a small blind spot that you should be mindful when navigating.

Fuel usage 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 better, at least throughout 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.

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 happy with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own newcomers or rivals, the new Tundra will do simply fine to catch some who might have had a bad experience or wonder on how well the Tundra may impress them because its from an Americanized brand name with an unparalleled history of dependability.

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