In the past, Ive described often times how Toyotas systematic approach to updating their automobiles has done well for them thinking about how trusted and trusted the brand name has actually been for numerous years. To repeat such a notion, the Toyota Tundra has gone 14 years in its 2nd generation, and for the 2022 model year, it gets a complete 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 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 enhancements over the V8 in just about every area having a smooth shipment of its 389 horse power and 479 lb-ft of torque in my test automobile. Power is sent through a new 10-speed automated transmission that feels primarily direct and does a good task of finding the proper gear without unneeded shifting.
The seating arrangements are more comfortable than I keep in mind in the outgoing design 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 numerous area, and the rear seat still feels like a large sofa 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.
Power from the new engine comes on strong with ample torque and gets the lorry moving well thanks to its a little lighter curb weight over the outgoing design. I was able to make a couple of 0 to 60 miles per hour tests and the very best time concerned 6.9 seconds. The mid-range power was the sweet spot for the turbo V6 and it never ever seemed like it was lacking for its pulling power. For the most part, the brand-new Tundra felt a little lighter on its feet versus the outgoing design and the braking feel is excellent with a preliminary grab that inspired 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 require disabling after a brand-new preliminary automobile 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 likewise remote start the Tundra by pressing the lock button three times on your crucial fob (without the paid-service). The car shuts off when you attempt to unlock the doors, which is strange.
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 element but there were lots of locations in need of much improvement, which I believe the all-new 2022 design has actually attended to with a couple of fascinating surprises like the offering of the hybrid powertrain in the upper 2 trim levels along 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 up front and out back.
Towing capability for the new Tundra maxes out at 12,000 pounds if you select a base SR trim with the smaller double taxi, which likewise 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 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).
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 vehicle. Where things begin to get even better, at least during city driving, is in the hybrid trim Tundra designs, which are currently designated for the 2 top trims of the Tundra TRD Pro and elegant Capstone trim.
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 automobile. Where things begin to get even much 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 fast note, the brand-new Tundra has offered remote start through the Toyota app (paid service) however when you have the feature you can also remote start the Tundra by pushing 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 value. At the leading end of the spectrum, the new Tundra TRD Pro begins at $66,805, and the Tundra Capstone at $73,530, which are both hybrids.
As expected, theres a bevy of active safety features for the brand-new Tundra with Toyotas Safety Sense 2.5 bundle being basic throughout the board, that includes pre-collision caution with automatic emergency situation braking, adaptive cruise control, and a lane-keeping system. The additional security features, such as the blind-spot monitor with rear cross-traffic alert, are standard starting with the Limited trim. The Platinum trim adds a 360-degree electronic 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 new 2022 Toyota Tundra is a highly regarded value. The rates scale quickly 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, checks out at $63,939. At the leading end of the spectrum, the new Tundra TRD Pro begins 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 delighted with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who presently own beginners or rivals, the new Tundra will do simply fine to catch some who may have had a disappointment or wonder on how well the Tundra may impress them since its from an Americanized brand name with an unmatched history of dependability.
Inside of the brand-new 2022 Toyota Tundra is a remodelled cabin that takes things up a couple of notches for being more premium, especially in the upper trim levels like my Platinum test lorry, and even more in the luxurious Capstone trim. Theres also a new 10-inch color heads-up screen and a large 14-inch infotainment system that comes requirement for the Limited trim and all higher trim levels in location of the basic 8-inch system in the lower trims.
Toyotas quest to match and somewhat surpass some competitors settles well with the brand-new 14-inch infotainment system that now listens for more natural language commands beginning with a prompt word of “Hey Toyota,” just like how other brand-new systems from BMW and Mercedes-Benz prompt voice recognition commands. The new infotainment system is extremely responsive and has a brief knowing curve. The system has a lot of covert functions that generally present themselves at random through pop-up alerts, which can be rather of an interruption if you allow it. The system is straightforward and extremely open for its settings and anticipated over-the-air updates to keep it keeping up brand-new combinations. Theres also wireless or USB-wired Apple CarPlay and Android Auto combination that works seamlessly throughout my experience with my iPhone 13 Pro.
To heighten the Tundras place among the competition, theres the schedule of a rear load-leveling suspension system, which was equipped on my Tundra Platinum test lorry. The lowering and raising of the rear does spend some time to finish through the dash button however proves to be very helpful for hauling or carrying heavy products to prevent rear sag and potentially surpass stability at speed. The general appearance of my test vehicle appears to be a bit low even with the system set into the automated mode at the typical flight height. Youll want to step up to the TRD Pro to get 10.9 inches if you require extra ground clearance outside of the new Tundra Platinums 9.4 inches. Theres also the schedule of power tow mirrors discovered on my test vehicle that can be extended at journalism of a button, which are currently incredibly big and frequently produce a little blind area that you need to be mindful when maneuvering.
Toyotas proven and long-standing dependability need to equate well for the new 2022 Tundra as theres a more refined bundle here with no rattles and an impeccable construct 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. Some of that quietness is thanks to the turbocharged V6 engine that doesnt sound anything like the outbound V8 however does have a cool growl that Toyota handled to create from clever engineering.