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

Toyotas enduring and tested dependability should equate well for the new 2022 Tundra as theres a more refined plan here without any rattles and a remarkable 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. Some of that quietness is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 but does have a neat growl that Toyota managed to conjure up from creative engineering.

Inside of the new 2022 Toyota Tundra is a reworked cabin that takes things up a few notches for being more premium, specifically in the upper trim levels like my Platinum test lorry, and much 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 driver is a brand-new instrument cluster that can be had in a fully digital 12.3-inch display screen offering you all relevant car details and a couple of adjustable parts of the screen. Theres likewise a brand-new 10-inch color heads-up screen and a large 14-inch infotainment system that comes standard for the Limited trim and all higher trim levels in location of the standard 8-inch system in the lower trims.

The seating arrangements are more comfortable 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 up and aerated up front along with for the back outboard seats. The seating locations have plentiful area, and the rear seat still feels like a large sofa and has big storage locations listed below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone trims.

Power from the new engine comes on strong with sufficient torque and gets the automobile 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 best time concerned 6.9 seconds. The mid-range power was the sweet area for the turbo V6 and it never seemed like it was doing not have for its pulling power. For the many part, the new Tundra felt a little lighter on its feet versus the outgoing model and the braking feel is exceptional with a preliminary grab that motivated some confidence in controlling 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 brand-new start/stop function that closes down the engine if you apply enough brake pressure at the stop, however you can momentarily disable the feature (it will need disabling after a new preliminary lorry startup). As a quick note, the 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 three times on your essential fob (without the paid-service). Though, the lorry shuts down when you try to unlock the doors, which is unusual.

To heighten the Tundras place among the competitors, 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 rear does take some time to finish through the dash button however shows to be extremely beneficial for towing or hauling heavy products to prevent rear sag and possibly 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 automatic mode at the normal trip height. Youll want to step up to the TRD Pro to get 10.9 inches if you require extra ground clearance outside of the brand-new Tundra Platinums 9.4 inches. Theres also the accessibility of power tow mirrors found on my test car that can be extended at the press of a button, which are currently incredibly substantial and typically create a little blind area that you need to be mindful when navigating.

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 but there were lots of areas in need of much enhancement, which I believe the brand new 2022 design has addressed with a few interesting surprises like the offering of the hybrid powertrain in the upper two trim levels along 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 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 enhanced 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 automobile. Where things begin to get even much better, at least throughout city driving, is in the hybrid trim Tundra models, which are currently designated for the two top trims of the Tundra TRD Pro and glamorous Capstone trim. As a quick note, the new Tundra has available remote start through the Toyota app (paid service) however when you have the function you can also remote start the Tundra by pressing the lock button three times on your essential 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 reputable worth. 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.

Toyotas quest to match and somewhat exceed some competitors pays off well with the 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 prompt voice acknowledgment commands. The brand-new infotainment system is very responsive and has a brief learning curve. However, the system has a great deal of surprise features that normally provide themselves at random through pop-up notifications, which can be somewhat of a diversion if you enable it. The system is straightforward and really open for its settings and expected over-the-air updates to keep it keeping up new integrations. Theres likewise wireless or USB-wired Apple CarPlay and Android Auto integration that works effortlessly during my experience with my iPhone 13 Pro.

Fuel intake is much enhanced 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 automobile. Where things begin to get even much better, at least during city driving, is in the hybrid trim Tundra models, which are currently designated for the two top trims of the Tundra TRD Pro and elegant Capstone trim.

In the past, Ive explained often times how Toyotas systematic approach to updating their cars has done well for them thinking about how trustworthy and relied on the brand name has been for numerous years. To restate such a concept, 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 complete with the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The entirely upgraded 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 discovered in my Tundra Platinum trim test lorry, promotes improvements over the V8 in simply about every area having a smooth delivery of its 389 horsepower and 479 lb-ft of torque in my test car. Power is sent through a new 10-speed automated transmission that feels primarily direct and does a great task of finding the appropriate equipment without unneeded moving.

As anticipated, theres a bunch of active security functions for the brand-new Tundra with Toyotas Safety Sense 2.5 bundle being basic throughout the board, which includes pre-collision caution with automatic emergency situation braking, adaptive cruise control, and a lane-keeping system. The additional safety features, 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 starting cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a highly regarded worth. The prices 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, tests out at $63,939. At the leading 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.

At the end of the day, the brand-new 2022 Toyota Tundra, proudly made in Texas, will continue to keep its fan base proud and rather happy with all the improvements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own beginners or competitors, the 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 because its from an Americanized brand name with an unmatched history of reliability.

Towing capability for the brand-new Tundra maxes out at 12,000 pounds if you go with 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 somewhat 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).

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