The seating arrangements are more comfortable than I keep in mind in the outgoing model and there are extra subtle touches that make the interior feel premium, such as the accented stitching throughout the dashboard and seats, which are warmed and aerated up front as well as for the back outboard seats. The seating locations have plentiful space, and the rear seat still seems like a big sofa and has big storage locations below the folding bottoms that is otherwise used up by the hybrid battery in the TRD Pro or Capstone trims.
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 start to get even 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.
At the end of the day, the 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 presently own competitors or beginners, the brand-new Tundra will do just fine to capture some who might have had a disappointment or wonder on how well the Tundra might impress them due to the fact that its from an Americanized brand name with an unsurpassed history of reliability.
Toyotas mission to match and somewhat go beyond 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 acknowledgment commands. The new infotainment system is extremely responsive and has a brief learning curve. The system has a lot of surprise functions that usually provide themselves at random through pop-up notifications, which can be somewhat 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 running with new integrations. Theres also cordless or USB-wired Apple CarPlay and Android Auto combination that works flawlessly during my experience with my iPhone 13 Pro.
As expected, theres a bunch of active security features for the new Tundra with Toyotas Safety Sense 2.5 bundle being basic throughout the board, that includes pre-collision warning 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 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 brand-new 2022 Toyota Tundra is a highly regarded value. The pricing scale quickly captures 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. 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.
Towing ability for the new Tundra maxes out at 12,000 pounds if you go with a base SR trim with the smaller sized 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 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).
In the past, Ive described often times how Toyotas methodical approach to updating their lorries has succeeded for them thinking about how reputable and trusted the brand name has been for numerous years. To restate such a notion, the Toyota Tundra has gone 14 years in its 2nd generation, and for the 2022 design year, it gets a full redesign marking the 3rd 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 totally revamped 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 new hybrid V6 setup called the i-Force Max. The base engine, the brand-new twin-turbo 3.5-liter V6 discovered in my Tundra Platinum trim test vehicle, promotes enhancements over the V8 in practically every location having a smooth shipment of its 389 horse power and 479 lb-ft of torque in my test car. Power is sent out through a brand-new 10-speed automated transmission that feels mostly direct and does a great job of discovering the proper gear without unnecessary shifting.
Toyotas tested and enduring reliability need to equate well for the brand-new 2022 Tundra as theres a more refined plan here with no rattles and an impressive develop quality inside and out. The ride of the new Tundra is smoother partially 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 doesnt sound anything like the outbound V8 but does have a neat growl that Toyota managed to invoke from clever engineering.
Toyota had to do something to update the Tundra and it was previous time for a redesign. After upwards of 14 years of the exact same generation, the Tundra was old and fell behind the competition. In the last few years the Tundra rested on its reliability factor but there were numerous areas in need of much improvement, which I believe the all-new 2022 design has resolved with a couple of intriguing surprises like the offering of the hybrid powertrain in the upper 2 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 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 simple access to the composite-lined truck bed and a fast power-release button on the chauffeurs side taillight. Likewise, there are no tow hooks available that I know of in any trim level.
Fuel consumption is much enhanced 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 much better, at least throughout city driving, is in the hybrid trim Tundra designs, which are currently designated for the 2 top trims of the Tundra TRD Pro and glamorous Capstone trim. As a fast note, the brand-new Tundra has offered 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 essential fob (without the paid-service). At a starting price 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 begins at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.
Inside of the brand-new 2022 Toyota Tundra is a revamped 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 glamorous Capstone trim. Theres also a new 10-inch color heads-up screen and a large 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.
Power from the brand-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 very best time pertained to 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 many part, the new Tundra felt a little lighter on its feet versus the outbound design 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. Overall, the braking pedal feel is the finest Ive experienced in this class of a truck. When stopped, theres a brand-new start/stop function that closes down the engine if you use enough brake pressure at the stop, but you can momentarily disable the function (it will need disabling after a brand-new preliminary car start-up). As a fast note, the brand-new Tundra has readily 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 3 times on your crucial fob (without the paid-service). Though, the lorry shuts off when you attempt to unlock the doors, which is unusual.
To increase the Tundras location amongst the competition, theres the accessibility of a rear load-leveling suspension system, which was equipped on my Tundra Platinum test lorry. The lowering and raising of the back does take a while to complete through the dash button however proves to be extremely advantageous for pulling or carrying heavy products to prevent rear droop and potentially improve upon stability at speed. The general appearance of my test automobile seems to be a bit low even with the system set into the automated mode at the typical flight height. If you need additional ground clearance outside of the brand-new Tundra Platinums 9.4 inches, youll want to step up to the TRD Pro to get 10.9 inches. Theres likewise the schedule of power tow mirrors found on my test vehicle that can be extended at the press of a button, which are currently super substantial and often produce a little blind area that you should be mindful when maneuvering.