The seating arrangements are more comfy than I remember in the outgoing design and there are additional subtle touches that make the interior feel premium, such as the accented stitching throughout the dashboard and seats, which are warmed and ventilated in advance in addition to for the back outboard seats. The seating locations have numerous area, and the rear seat still feels like a big couch and has large 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 lorry. Where things start to get even better, at least during 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. 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 likewise remote start the Tundra by pressing the lock button 3 times on your key 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 reputable value. 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 brand-new Tundra maxes out at 12,000 pounds if you select 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 somewhat 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).
Inside of the new 2022 Toyota Tundra is a reworked 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 luxurious Capstone trim. Theres also 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 location of the basic 8-inch system in the lower trims.
Toyotas quest to match and somewhat exceed some competitors settles well with the brand-new 14-inch infotainment system that now listens for more natural language commands starting with a timely word of “Hey Toyota,” just like how other brand-new systems from BMW and Mercedes-Benz timely voice recognition commands. The new infotainment system is very responsive and has a short knowing curve. However, the system has a lot of concealed features that typically present themselves at random through pop-up alerts, which can be rather of a diversion if you allow it. The system is very open and straightforward for its settings and anticipated over-the-air updates to keep it running with brand-new integrations. Theres likewise cordless or USB-wired Apple CarPlay and Android Auto combination that works perfectly during my experience with my iPhone 13 Pro.
As expected, theres a bunch of active safety functions for the brand-new Tundra with Toyotas Safety Sense 2.5 bundle being standard across the board, that includes pre-collision caution with automatic emergency situation braking, adaptive cruise control, and a lane-keeping system. The additional security functions, such as the blind-spot display with rear cross-traffic alert, are basic beginning with the Limited trim. The Platinum trim includes 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 new 2022 Toyota Tundra is a reputable value. The prices scale rapidly overtakes 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 new Tundra TRD Pro starts at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.
To heighten the Tundras location amongst the competitors, 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 rear does take a while to finish through the dash button but proves to be extremely beneficial for hauling or transporting heavy products to avoid rear droop and possibly enhance upon stability at speed. The overall appearance of my test car appears to be a bit low even with the system set into the automated mode at the regular ride height. Youll desire to step up to the TRD Pro to get 10.9 inches if you need additional ground clearance outside of the brand-new Tundra Platinums 9.4 inches. Theres likewise the accessibility of power tow mirrors discovered on my test automobile that can be extended at journalism of a button, which are already very huge and often develop a small blind spot that you must be mindful when navigating.
At the end of the day, the new 2022 Toyota Tundra, happily made in Texas, will continue to keep its fan base proud and rather delighted with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who presently own newbies or rivals, the brand-new Tundra will do just great to catch some who might have had a disappointment or wonder on how well the Tundra might impress them since its from an Americanized brand name with an unparalleled history of dependability.
For the many part, the new Tundra felt a little lighter on its feet versus the outgoing design and the braking feel is outstanding with an initial grab that inspired some confidence in controlling the truck and bringing it to a safe stop. When stopped, theres a brand-new start/stop function that shuts down the engine if you use enough brake pressure at the stop, however you can briefly disable the function (it will need disabling after a new preliminary car start-up). As a quick note, the brand-new Tundra has offered 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 3 times on your essential fob (without the paid-service).
Fuel intake 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 car. If you go with a two-wheel-drive design like the Limited CrewMax youll enhance upon those fuel consumption figures to get 18 mpg city, 23 mpg highway, and 20 mpg combined. Where things start to get even much better, at least throughout city driving, remains in the hybrid trim Tundra designs, which are presently designated for the two top trims of the Tundra TRD Pro and elegant Capstone trim. The TRD Pro and Capstone trims get the hybrid powertrain with 437 horsepower and 583 lb-ft of torque and return 19 mpg city and 21 mpg highway for the TRD Pro and the exact same city mpg however 1 mpg much better for the highway in the Capstone trim. The 1794 edition trim has the schedule of selecting the hybrid powertrain or stick to the basic twin-turbo V6 as in my test vehicle.
Toyotas proven and enduring reliability need to translate 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 ride of the new Tundra is smoother partly thanks to adaptive dampers, and the cabin is surprisingly peaceful 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 cool roar that Toyota handled to create from creative engineering.
In the past, Ive explained lot of times how Toyotas systematic approach to upgrading their cars has actually succeeded for them thinking about how reputable and trusted the brand has been for countless years. To reiterate such a concept, the Toyota Tundra has gone 14 years in its second generation, and for the 2022 design year, it gets a complete redesign marking the third generation of the full-size truck that is more poised to contend with the Ford F-150, Chevy Silverado/GMC Sierra, and RAM 1500.
The entirely redesigned 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 lorry, touts enhancements over the V8 in simply about every location having a smooth delivery of its 389 horse power and 479 lb-ft of torque in my test car. Power is sent out through a new 10-speed automated transmission that feels mostly direct and does a great job of discovering the correct gear without unneeded shifting.
Toyota had to do something to upgrade 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 back the competition. Over the last few years the Tundra rested on its reliability aspect but there were lots of areas in requirement of much enhancement, which I think the brand new 2022 design has attended to with a couple of fascinating surprises like the offering of the hybrid powertrain in the upper 2 trim levels together with the distinctive large-and-in-charge 14-inch infotainment screen. As far as looks, the new 2022 Tundra fits the correct part for having its distinct character with its auto-highbeam LED headlights, LED foglights, and sequentially lit LED turn signals in advance and out back. What is missing, 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. There are no tow hooks readily available that I understand of in any trim level.