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

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

Inside of the brand-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 car, and even more in the glamorous Capstone trim. Theres also a new 10-inch color heads-up display and a big 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.

Toyota had to do something to upgrade the Tundra and it was previous time for a redesign. After upwards of 14 years of the very same generation, the Tundra was old and fell behind the competitors. Over the last few years the Tundra rested on its reliability element however there were many areas in need of much improvement, which I think the all-new 2022 model has attended to with a few fascinating surprises like the offering of the hybrid powertrain in the upper two trim levels together with the distinctive large-and-in-charge 14-inch infotainment screen. As far as looks, the brand-new 2022 Tundra fits the proper 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. What is missing, in my opinion, is something additional for the tailgate that is otherwise “regular” but has a power-retractable step for simple access to the composite-lined truck bed and a fast power-release button on the motorists side taillight. Also, there are no tow hooks offered that I know of in any trim level.

As expected, theres a bevy of active security features for the 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 security functions, 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 beginning price of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the new 2022 Toyota Tundra is a reputable value. The rates 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, evaluates out at $63,939. On 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.

Toyotas proven and enduring reliability should equate well for the new 2022 Tundra as theres a more refined bundle 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 surprisingly peaceful for a truck. Some of that quietness is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 however does have a neat grumble that Toyota managed to invoke from smart engineering.

In the past, Ive discussed sometimes how Toyotas systematic method to upgrading their cars has done well for them thinking about how trustworthy and trusted the brand has been for countless years. To reiterate such a concept, the Toyota Tundra has actually 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 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 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 brand-new twin-turbo 3.5-liter V6 discovered in my Tundra Platinum trim test vehicle, promotes improvements over the V8 in practically every location having a smooth delivery of its 389 horse power and 479 lb-ft of torque in my test automobile. Power is sent through a brand-new 10-speed automated transmission that feels mainly direct and does a good job of discovering the correct gear without unneeded shifting.

Fuel consumption 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 vehicle. 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 top trims of the Tundra TRD Pro and luxurious 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 function you can also remote begin the Tundra by pushing the lock button 3 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 new 2022 Toyota Tundra is a reputable worth. At the leading end of the spectrum, the 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 opt for 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 just a little down with trims like my test automobile maxing out at 11,180 pounds and a max payload of 1,630 pounds (5,535 curb weight/gross weight at 7,165 pounds).

For the a lot of part, the brand-new Tundra felt a little lighter on its feet versus the outgoing design and the braking feel is excellent with an initial grab that inspired some self-confidence in managing the truck and bringing it to a safe stop. When stopped, theres a new start/stop function that shuts down the engine if you apply enough brake pressure at the stop, but you can momentarily disable the function (it will need disabling after a brand-new initial lorry start-up). As a quick note, the new Tundra has available remote start through the Toyota app (paid service) however when you have the feature you can also remote start the Tundra by pressing the lock button three times on your key fob (without the paid-service).

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

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 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 luxurious Capstone trim.

Toyotas mission to match and rather surpass some competition pays off well with the new 14-inch infotainment system that now listens for more natural language commands starting with a timely word of “Hey Toyota,” similar to how other brand-new systems from BMW and Mercedes-Benz prompt voice recognition commands. The new infotainment system is really responsive and has a brief learning curve. The system has a lot of covert functions that typically provide themselves at random through pop-up notices, which can be somewhat of a diversion if you permit it. The system is straightforward and very open for its settings and expected over-the-air updates to keep it running with new integrations. Theres likewise cordless or USB-wired Apple CarPlay and Android Auto integration that works seamlessly throughout my experience with my iPhone 13 Pro.

To increase the Tundras location among the competition, theres the availability 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 spend some time to finish through the dash button but proves to be extremely beneficial for hauling or carrying heavy products to avoid rear droop and possibly improve upon stability at speed. The general appearance of my test car appears to be a bit low even with the system set into the automatic mode at the typical ride 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 likewise the availability of power tow mirrors found on my test car that can be extended at journalism of a button, which are currently incredibly huge and often produce a small blind area that you must be conscious when steering.

Leave a Reply

Your email address will not be published.