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

The seating plans are more comfy than I keep in mind in the outbound design and there are additional subtle touches that make the interior feel premium, such as the accented stitching throughout the control panel and seats, which are heated and ventilated up front in addition to for the back outboard seats. The seating areas have plentiful area, and the rear seat still seems like a large couch and has big storage areas listed below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone trims.

As anticipated, theres a bevy of active safety features for the brand-new Tundra with Toyotas Safety Sense 2.5 package being basic throughout the board, which includes pre-collision warning with automatic emergency situation braking, adaptive cruise control, and a lane-keeping system. The extra safety functions, such as the blind-spot screen with rear cross-traffic alert, are basic beginning with the Limited trim. The Platinum trim includes a 360-degree electronic camera system and a trailer backup guide system.
At a beginning cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a reputable 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, checks out at $63,939. At the 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.

Inside of the new 2022 Toyota Tundra is a revamped cabin that takes things up a couple of notches for being more premium, especially in the upper trim levels like my Platinum test lorry, and a lot more in the luxurious Capstone trim. Theres now a soft-touch control panel and more soft-touch locations for the upper face of the dash. Bringing a main focus to the chauffeur is a brand-new instrument cluster that can be had in a totally digital 12.3-inch display screen giving you all significant lorry info and a number 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 requirement for the Limited trim and all higher trim levels in place of the basic 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 quite delighted with all the improvements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own newcomers or competitors, the new Tundra will do simply great to record some who might have had a disappointment or wonder on how well the Tundra may impress them because its from an Americanized brand name with an unmatched history of reliability.

Fuel usage 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 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 2 leading trims of the Tundra TRD Pro and elegant 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 function you can also remote start the Tundra by pushing the lock button three times on your crucial 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 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.

Power from the new engine comes on strong with ample torque and gets the lorry moving well thanks to its somewhat lighter curb weight over the outgoing model. I had the ability to make a couple of 0 to 60 mph tests and the finest time concerned 6.9 seconds. The mid-range power was the sweet spot for the turbo V6 and it never ever seemed like it was doing not have for its pulling power. For the a lot of 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 motivated some self-confidence in controlling the truck and bringing it to a safe stop. Overall, the braking pedal feel is the finest 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 temporarily disable the function (it will require disabling after a brand-new preliminary car startup). As a fast note, the new Tundra has available remote start through the Toyota app (paid service) but when you have the feature you can likewise remote start the Tundra by pushing the lock button three times on your key fob (without the paid-service). The vehicle shuts off when you try to unlock the doors, which is unusual.

To increase the Tundras place amongst the competition, theres the accessibility of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test automobile. The lowering and raising of the back does spend some time to complete through the dash button but proves to be very useful for hauling or hauling heavy products to avoid rear droop and potentially surpass stability at speed. The total look of my test automobile appears to be a bit low even with the system set into the automatic mode at the typical trip height. Youll desire to step up to the TRD Pro to get 10.9 inches if you require additional ground clearance outside of the new Tundra Platinums 9.4 inches. Theres also the schedule of power tow mirrors discovered on my test lorry that can be extended at journalism of a button, which are currently incredibly huge and typically produce a little blind area that you should be mindful when steering.

In the past, Ive described sometimes how Toyotas systematic approach to updating their cars has done well for them considering how trustworthy and trusted the brand has actually been for many years. To restate such an idea, the Toyota Tundra has actually gone 14 years in its 2nd generation, and for the 2022 design year, it gets a complete 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 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 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 lorry, promotes enhancements over the V8 in almost every area having a smooth shipment of its 389 horsepower and 479 lb-ft of torque in my test vehicle. Power is sent out through a new 10-speed automatic transmission that feels mostly direct and does a good job of finding the correct gear without unnecessary shifting.

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 dependability aspect but there were many locations in need of much enhancement, which I think the all-new 2022 model has actually addressed with a couple of fascinating surprises like the offering of the hybrid powertrain in the upper two 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 special character with its auto-highbeam LED headlights, LED foglights, and sequentially lit LED turn signals up front and out back.

Fuel usage 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 vehicle. Where things begin to get even better, at least during city driving, is in the hybrid trim Tundra models, which are presently designated for the 2 top trims of the Tundra TRD Pro and glamorous Capstone trim.

Towing capability for the new Tundra maxes out at 12,000 pounds if you choose a base SR trim with the smaller 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 just 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).

Toyotas quest to match and somewhat exceed some competition pays off well with the brand-new 14-inch infotainment system that now listens for more natural language commands beginning with a prompt word of “Hey Toyota,” just like how other brand-new systems from BMW and Mercedes-Benz timely voice acknowledgment commands. The new infotainment system is extremely responsive and has a brief knowing curve. Nevertheless, the system has a lot of concealed functions that usually provide themselves at random through pop-up alerts, which can be rather of a diversion if you permit it. The system is very open and uncomplicated for its settings and expected over-the-air updates to keep it running with brand-new combinations. Theres usb-wired or also cordless Apple CarPlay and Android Auto combination that works effortlessly during my experience with my iPhone 13 Pro.

Toyotas tested and long-standing reliability need to equate well for the new 2022 Tundra as theres a more refined bundle here with no rattles and an impeccable construct quality inside and out. The ride of the 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 doesnt sound anything like the outbound V8 but does have a neat grumble that Toyota managed to conjure up from clever engineering.

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