Power from the new engine comes on strong with sufficient torque and gets the car moving well thanks to its slightly lighter curb weight over the outgoing model. I was able to make a couple of 0 to 60 miles per hour tests and the finest time pertained to 6.9 seconds. The mid-range power was the sweet area for the turbo V6 and it never ever seemed like it was lacking for its pulling power. For the many part, the brand-new Tundra felt a little lighter on its feet versus the outbound design and the braking feel is excellent with an initial grab that motivated some confidence in managing the truck and bringing it to a safe stop. Overall, the braking pedal feel is the best Ive experienced in this class of a truck. When stopped, theres a brand-new start/stop function that shuts down the engine if you use enough brake pressure at the stop, but you can momentarily disable the feature (it will need disabling after a brand-new preliminary vehicle startup). As a quick note, the new Tundra has available remote start through the Toyota app (paid service) however when you have the function you can likewise remote begin the Tundra by pressing the lock button 3 times on your key fob (without the paid-service). Though, the car shuts down when you try to unlock the doors, which is weird.
Fuel intake 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 car. If you select a two-wheel-drive design like the Limited CrewMax youll surpass those fuel usage figures to get 18 mpg city, 23 mpg highway, and 20 mpg combined. Where things start to get even better, at least throughout city driving, is in the hybrid trim Tundra designs, which are presently designated for the 2 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 exact same city mpg but 1 mpg better for the highway in the Capstone trim. The 1794 edition trim has the accessibility of selecting the hybrid powertrain or stick with the basic twin-turbo V6 as in my test lorry.
Toyotas mission to match and rather exceed some competitors pays off well with the 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 recognition commands. The system is very open and uncomplicated for its settings and anticipated over-the-air updates to keep it running with new combinations.
Toyota had to do something to update the Tundra and it was past time for a redesign. In recent years the Tundra rested on its reliability aspect however there were lots of areas in need of much improvement, which I believe the all-new 2022 model has addressed with a couple of intriguing surprises like the offering of the hybrid powertrain in the upper 2 trim levels along with the attractive large-and-in-charge 14-inch infotainment screen. As far as looks, 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 up front and out back.
At the end of the day, the new 2022 Toyota Tundra, proudly made in Texas, will continue to keep its fan base proud and quite pleased with all the enhancements, even if theres no longer a gas-guzzling V8. As far as winning over those who currently own beginners or competitors, the brand-new Tundra will do simply fine to catch some who may have had a disappointment or are curious on how well the Tundra might impress them due to the fact that its from an Americanized brand name with an unmatched history of reliability.
As anticipated, theres a bunch of active safety features for the brand-new Tundra with Toyotas Safety Sense 2.5 package being basic throughout the board, which consists of pre-collision warning with automated emergency situation braking, adaptive cruise control, and a lane-keeping system. The extra safety features, such as the blind-spot monitor with rear cross-traffic alert, are basic beginning with the Limited trim. The Platinum trim adds a 360-degree camera system and a trailer backup guide system.
At a beginning cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a reputable worth. The prices scale rapidly 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, evaluates 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.
The seating plans are more comfy than I keep in mind 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 up front as well as for the back outboard seats. The seating locations have plentiful area, and the rear seat still seems like a large sofa and has big storage areas listed below the folding bottoms that is otherwise taken up by the hybrid battery in the TRD Pro or Capstone trims.
Toyotas enduring and proven dependability ought to translate well for the new 2022 Tundra as theres a more refined plan here without any rattles and an impressive construct quality inside and out. The trip of the new Tundra is smoother partly thanks to adaptive dampers, and the cabin is remarkably quiet for a truck. Some of that tranquility is thanks to the turbocharged V6 engine that does not sound anything like the outbound V8 but does have a neat grumble that Toyota managed to invoke from clever engineering.
To increase the Tundras location amongst the competitors, theres the schedule of a rear load-leveling suspension system, which was equipped on my Tundra Platinum test car. The lowering and raising of the rear does take a while to finish through the dash button however proves to be extremely useful for pulling or transporting heavy products to prevent rear sag 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 trip height. Youll want to step up to the TRD Pro to get 10.9 inches if you require extra ground clearance outside of the brand-new Tundra Platinums 9.4 inches. Theres likewise the availability of power tow mirrors found on my test vehicle that can be extended at journalism of a button, which are currently extremely huge and frequently produce a small blind area that you need to be conscious when steering.
Fuel consumption is much improved 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 automobile. 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 2 leading trims of the Tundra TRD Pro and glamorous Capstone trim. As a fast note, the brand-new Tundra has available remote start through the Toyota app (paid service) however when you have the function you can also remote start the Tundra by pushing the lock button 3 times on your essential fob (without the paid-service). At a beginning cost of $35,950 for the base Tundra SR Double Cab 4 × 2 trim, the brand-new 2022 Toyota Tundra is a respected worth. 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.
Towing capability for the brand-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 a little 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).
In the past, Ive discussed many times how Toyotas systematic technique to updating their vehicles has actually succeeded for them thinking about how reliable and relied on the brand has been for numerous years. To reiterate such an idea, the Toyota Tundra has actually gone 14 years in its 2nd 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 take on 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 new twin-turbo 3.5-liter V6 discovered in my Tundra Platinum trim test car, promotes improvements over the V8 in almost every area having a smooth delivery of its 389 horsepower and 479 lb-ft of torque in my test lorry. Power is sent out through a new 10-speed automatic transmission that feels mostly direct and does a great job of discovering the proper equipment without unnecessary moving.
Inside of the new 2022 Toyota Tundra is a revamped cabin that takes things up a couple of notches for being more premium, specifically 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 large 14-inch infotainment system that comes requirement for the Limited trim and all greater trim levels in place of the standard 8-inch system in the lower trims.