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

In the past, Ive described sometimes how Toyotas methodical method to upgrading their lorries has actually done well for them thinking about how trusted and relied on the brand name has been for many years. To reiterate such a notion, the Toyota Tundra has actually gone 14 years in its second generation, and for the 2022 design year, it gets a complete 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 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 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, touts improvements over the V8 in almost every location having a smooth shipment of its 389 horsepower and 479 lb-ft of torque in my test vehicle. Power is sent through a brand-new 10-speed automated transmission that feels mostly direct and does a great job of finding the appropriate gear without unneeded moving.

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 automobile. If you go with a two-wheel-drive model like the Limited CrewMax youll surpass those fuel consumption figures to get 18 mpg city, 23 mpg highway, and 20 mpg integrated. Where things begin to get even much better, a minimum of throughout city driving, is in the hybrid trim Tundra designs, which are presently designated for the two leading trims of the Tundra TRD Pro and glamorous Capstone trim. The TRD Pro and Capstone trims get the hybrid powertrain with 437 horse power and 583 lb-ft of torque and return 19 mpg city and 21 mpg highway for the TRD Pro and the very same city mpg however 1 mpg better for the highway in the Capstone trim. The 1794 edition trim has the availability of selecting the hybrid powertrain or stick to the standard twin-turbo V6 as in my test lorry.

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 car, and even more in the elegant Capstone trim. Theres also a new 10-inch color heads-up display and a large 14-inch infotainment system that comes standard for the Limited trim and all greater trim levels in location of the basic 8-inch system in the lower trims.

Toyotas quest to match and rather surpass some competition settles 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,” similar to how other brand-new systems from BMW and Mercedes-Benz prompt voice acknowledgment commands. The new infotainment system is very responsive and has a brief learning curve. Nevertheless, the system has a lot of concealed features that typically present themselves at random through pop-up notices, which can be somewhat of a diversion if you enable it. The system is uncomplicated and extremely open for its settings and expected over-the-air updates to keep it running with brand-new combinations. Theres likewise wireless or USB-wired Apple CarPlay and Android Auto combination that works effortlessly during my experience with my iPhone 13 Pro.

Toyota had to do something to upgrade the Tundra and it was past time for a redesign. After upwards of 14 years of the exact same generation, the Tundra was old and fell back the competitors. Recently the Tundra rested on its dependability element but there were numerous areas in requirement of much improvement, which I think the all-new 2022 design has actually resolved with a few fascinating surprises like the offering of the hybrid powertrain in the upper 2 trim levels together with the appealing large-and-in-charge 14-inch infotainment screen. As far as appearances, the brand-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 in advance and out back. What is missing out on, in my opinion, is something extra for the tailgate that is otherwise “regular” but has a power-retractable footstep for easy access to the composite-lined truck bed and a quick power-release button on the chauffeurs side taillight. Likewise, there are no tow hooks offered that I know of in any trim level.

Toyotas long-standing and proven dependability need to equate well for the new 2022 Tundra as theres a more refined bundle here without any rattles and a remarkable build quality inside and out. The trip of the brand-new Tundra is smoother partially thanks to adaptive dampers, and the cabin is surprisingly peaceful for a truck. A few of that quietness is thanks to the turbocharged V6 engine that doesnt sound anything like the outgoing V8 but does have a neat grumble that Toyota managed to invoke from creative engineering.

The seating arrangements are more comfy than I remember 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 heated up and ventilated up front in addition to for the back outboard seats. The seating locations have plentiful area, and the rear seat still seems like a large sofa and has large storage areas listed below the folding bottoms that is otherwise used up by the hybrid battery in the TRD Pro or Capstone trims.

As expected, theres a bevy of active security functions for the brand-new Tundra with Toyotas Safety Sense 2.5 package being standard throughout the board, which includes pre-collision warning with automated 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 starting with the Limited trim. The Platinum trim adds a 360-degree video camera system and a trailer backup guide system.
At a starting rate of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a respected value. The rates scale quickly 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. 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.

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 enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own newbies or rivals, the brand-new Tundra will do just fine to capture some who may have had a bad experience or are curious on how well the Tundra might impress them since its from an Americanized brand with an unsurpassed history of reliability.

Towing capability for the new Tundra maxes out at 12,000 pounds if you choose a base SR trim with the smaller sized double cab, which likewise 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 car maxing out at 11,180 pounds and a max payload of 1,630 pounds (5,535 curb weight/gross weight at 7,165 pounds).

Fuel intake 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 lorry. Where things start to get even much better, at least throughout city driving, is in the hybrid trim Tundra models, which are presently designated for the 2 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 likewise remote begin the Tundra by pushing the lock button three times on your essential fob (without the paid-service). At a starting rate 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 brand-new engine comes on strong with sufficient torque and gets the lorry moving well thanks to its a little lighter curb weight over the outbound model. I was able 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 seemed like it was doing not have for its pulling power. For the a lot of part, the new Tundra felt a little lighter on its feet versus the outbound model and the braking feel is excellent with an initial grab that motivated some self-confidence in controlling 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 new start/stop function that closes down the engine if you use enough brake pressure at the stop, however you can momentarily disable the feature (it will need disabling after a new initial lorry 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 start the Tundra by pressing the lock button three times on your key fob (without the paid-service). Though, the lorry turns off when you attempt to open the doors, which is weird.

To increase the Tundras place amongst the competitors, theres the accessibility of a rear load-leveling suspension system, which was equipped on my Tundra Platinum test car. The lowering and raising of the back does take some time to complete through the dash button but shows to be very beneficial for pulling or hauling heavy products to prevent rear sag 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 automatic mode at the normal trip height. Youll want 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 likewise the schedule of power tow mirrors discovered on my test lorry that can be extended at journalism of a button, which are currently extremely substantial and frequently produce a little blind spot that you need to be conscious when maneuvering.

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