Toyotas quest to match and somewhat surpass some competitors 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,” much like how other new systems from BMW and Mercedes-Benz timely voice recognition commands. The system is simple and very open for its settings and anticipated over-the-air updates to keep it running with new integrations.
Power from the new engine comes on strong with sufficient torque and gets the lorry moving well thanks to its somewhat lighter curb weight over the outbound design. I was able to make a couple of 0 to 60 mph tests and the best time pertained to 6.9 seconds. The mid-range power was the sweet spot for the turbo V6 and it never seemed 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 outbound design and the braking feel is excellent with an initial grab that inspired some confidence in managing the truck and bringing it to a safe stop. In general, the braking pedal feel is the very best Ive experienced in this class of a truck. When stopped, theres a new start/stop function that shuts down the engine if you use enough brake pressure at the stop, but you can momentarily disable the feature (it will require disabling after a brand-new initial automobile start-up). 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 begin the Tundra by pushing the lock button 3 times on your essential fob (without the paid-service). The vehicle shuts off when you attempt to unlock the doors, which is unusual.
Fuel consumption 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 throughout city driving, is in the hybrid trim Tundra models, which are presently designated for the 2 leading trims of the Tundra TRD Pro and luxurious Capstone trim. As a quick note, the new Tundra has offered 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 three times on your key fob (without the paid-service). 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. 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.
Towing capability for the brand-new Tundra maxes out at 12,000 pounds if you select 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 a little 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).
To heighten the Tundras location among the competitors, theres the availability of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test lorry. The lowering and raising of the rear does spend some time to complete through the dash button however shows to be very advantageous for towing or transporting heavy products to avoid rear sag and possibly enhance upon stability at speed. The total appearance of my test lorry seems to be a bit low even with the system set into the automated mode at the typical trip height. Youll desire to step up to the TRD Pro to get 10.9 inches if you need extra ground clearance outside of the brand-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 super substantial and typically produce a little blind area that you must be conscious when steering.
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 quite happy with all the improvements, 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 just great to capture some who might have had a bad experience or are curious on how well the Tundra may impress them since its from an Americanized brand with an unmatched history of reliability.
Toyota had to do something to upgrade the Tundra and it was past time for a redesign. In recent years the Tundra rested on its reliability aspect but there were lots of areas in requirement of much improvement, which I believe the all-new 2022 design has addressed with a couple of fascinating surprises like the offering of the hybrid powertrain in the upper two trim levels along with the attractive large-and-in-charge 14-inch infotainment screen. As far as appearances, the new 2022 Tundra fits the correct 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.
In the past, Ive described many times how Toyotas systematic approach to upgrading their lorries has succeeded for them considering how reliable and relied on the brand has been for many years. To restate such a notion, the Toyota Tundra has actually gone 14 years in its 2nd generation, and for the 2022 model year, it gets a full redesign marking the 3rd 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 redesigned 2022 Toyota Tundra is a more refined truck that gets rid of 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 lorry, promotes enhancements over the V8 in almost every area having a smooth shipment of its 389 horse power and 479 lb-ft of torque in my test lorry. Power is sent through a brand-new 10-speed automated transmission that feels mostly direct and does a good job of discovering the proper equipment without unneeded shifting.
The seating plans are more comfy than I keep in mind in the outgoing 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 heated up and aerated in advance along with for the back outboard seats. The seating areas have abundant area, and the rear seat still seems like a large sofa and has large storage locations listed below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone trims.
As expected, theres a bunch of active safety functions for the brand-new Tundra with Toyotas Safety Sense 2.5 bundle being basic across 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 screen with rear cross-traffic alert, are standard beginning with the Limited trim. The Platinum trim adds a 360-degree cam system and a trailer backup guide system.
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 reputable value. The pricing 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. At the 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.
Inside of the new 2022 Toyota Tundra is a remodelled cabin that takes things up a few notches for being more premium, particularly in the upper trim levels like my Platinum test automobile, and even more in the luxurious Capstone trim. Theres also a new 10-inch color heads-up screen and a big 14-inch infotainment system that comes requirement for the Limited trim and all greater trim levels in location of the basic 8-inch system in the lower trims.
Toyotas enduring and proven dependability need to translate well for the new 2022 Tundra as theres a more refined package here with no rattles and an impressive develop quality inside and out. The ride of the new Tundra is smoother partly thanks to adaptive dampers, and the cabin is surprisingly quiet for a truck. A few of that tranquility is thanks to the turbocharged V6 engine that does not sound anything like the outgoing V8 but does have a cool growl that Toyota managed to invoke from creative engineering.
Fuel intake is much improved 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 vehicle. Where things start to get even much better, at least throughout city driving, is in the hybrid trim Tundra designs, which are currently designated for the two leading trims of the Tundra TRD Pro and luxurious Capstone trim.