Power from the brand-new engine comes on strong with adequate torque and gets the car moving well thanks to its slightly lighter curb weight over the outgoing design. I was able to make a couple of 0 to 60 miles per hour tests and the finest time pertained to 6.9 seconds. The mid-range power was the sweet area for the turbo V6 and it never ever seemed like it was lacking for its pulling power. For the a lot of part, the new Tundra felt a little lighter on its feet versus the outgoing design and the braking feel is excellent with a preliminary grab that motivated some self-confidence in managing 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 shuts 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 brand-new preliminary lorry startup). 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 start the Tundra by pushing the lock button three times on your key fob (without the paid-service). Though, the automobile shuts down when you attempt to unlock the doors, which is unusual.
The seating plans are more comfortable than I remember in the outbound model 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 warmed and ventilated in advance as well as for the back outboard seats. The seating areas have plentiful area, and the rear seat still feels like a big sofa and has big storage locations below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone 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 happy with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own beginners or rivals, the brand-new Tundra will do simply fine to record some who may have had a bad experience or are curious on how well the Tundra may impress them due to the fact that its from an Americanized brand name with an unmatched history of reliability.
In the past, Ive described often times how Toyotas systematic approach to updating their cars has actually done well for them considering how trustworthy and relied on the brand name has actually been for numerous years. To restate such a concept, 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 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, touts improvements over the V8 in almost every location having a smooth shipment of its 389 horse power and 479 lb-ft of torque in my test lorry. Power is sent through a new 10-speed automatic transmission that feels mostly direct and does an excellent job of finding the correct equipment without unnecessary shifting.
Toyotas tested and enduring reliability should equate well for the new 2022 Tundra as theres a more refined bundle here without any rattles and an impressive construct quality inside and out. The flight of the new Tundra is smoother partly thanks to adaptive dampers, and the cabin is surprisingly peaceful for a truck. Some of that tranquility is thanks to the turbocharged V6 engine that doesnt sound anything like the outgoing V8 however does have a cool roar that Toyota handled to summon from smart engineering.
Inside of the brand-new 2022 Toyota Tundra is a revamped cabin that takes things up a few notches for being more premium, especially in the upper trim levels like my Platinum test car, and much 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 providing you all significant car details and a number of adjustable parts of the screen. Theres likewise a new 10-inch color heads-up screen and a big 14-inch infotainment system that comes standard for the Limited trim and all greater trim levels in place of the standard 8-inch system in the lower trims.
Fuel intake is much improved 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 car. Where things start to get even better, at least during city driving, is in the hybrid trim Tundra designs, which are presently designated for the two leading trims of the Tundra TRD Pro and luxurious Capstone trim.
Towing capability for the 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 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).
Toyotas mission to match and somewhat go beyond 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,” much like how other new systems from BMW and Mercedes-Benz prompt voice recognition commands. The new infotainment system is really responsive and has a brief learning curve. Nevertheless, the system has a lot of concealed features that normally present themselves at random through pop-up alerts, which can be rather of an interruption if you allow it. The system is straightforward and extremely open for its settings and expected over-the-air updates to keep it keeping up new integrations. Theres also wireless or USB-wired Apple CarPlay and Android Auto combination that works perfectly during my experience with my iPhone 13 Pro.
As expected, theres a bevy of active safety features for the brand-new Tundra with Toyotas Safety Sense 2.5 package being standard throughout the board, that includes pre-collision warning with automated emergency braking, adaptive cruise control, and a lane-keeping system. The extra safety functions, such as the blind-spot monitor with rear cross-traffic alert, are basic starting with the Limited trim. The Platinum trim adds a 360-degree 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 new 2022 Toyota Tundra is a reputable value. 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, checks out at $63,939. On 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.
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 dependability factor however there were lots of locations in need of much improvement, which I think the brand new 2022 design has actually resolved with a few interesting surprises like the offering of the hybrid powertrain in the upper 2 trim levels along with the eye-catching large-and-in-charge 14-inch infotainment screen. As far as appearances, the brand-new 2022 Tundra fits the correct 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 usage is much improved 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 start to get even much better, at least during city driving, is in the hybrid trim Tundra designs, which are currently designated for the 2 top trims of the Tundra TRD Pro and luxurious Capstone trim. As a quick note, the brand-new Tundra has available remote start through the Toyota app (paid service) however when you have the feature you can also remote begin the Tundra by pushing the lock button three times on your crucial fob (without the paid-service). At a starting rate of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a highly regarded value. 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.
To heighten the Tundras location among the competition, theres the schedule of a rear load-leveling suspension system, which was geared up on my Tundra Platinum test lorry. The lowering and raising of the back does take some time to finish through the dash button however proves to be really helpful for towing or hauling heavy items to prevent rear sag and possibly surpass stability at speed. The total look of my test car appears to be a bit low even with the system set into the automated mode at the regular trip height. If you require extra ground clearance beyond the brand-new Tundra Platinums 9.4 inches, youll wish to step up to the TRD Pro to get 10.9 inches. Theres likewise the availability of power tow mirrors found on my test car that can be extended at the press of a button, which are already very substantial and frequently create a little blind area that you need to be conscious when navigating.