2022 Toyota Tundra Platinum : The comfort of life
The 2022 Toyota Tundra Platinum needed to make up a lot of ground. Its predecessor seemed outdated five years ago, especially compared to Chevrolet, Ford, and Ram. Today’s truck buyers are more demanding than ever. Compromise is not an option, with pickup sales continuing on the rise.
The outgoing Tundra looked pretty fresh still, thanks to notifications, revamps, and general massaging, especially at TRD Pro form. This new 2022 edition continues where the previous one left off.
The grille has grown in size to keep up with industry trends. With a ring of chrome highlighting the chain mail-style mesh and extending — handlebar beard style — down into front bumpers.
The 2022 Toyota Tundra platinum Capstone shows that most full-size pickup customers don’t want a basic truck. Instead, more consumers want trucks with leather-lined interiors and wood-plated embellishments.
The Capstone is no exception, and while it has all of the features and highlights. We’ve come to expect from vehicles in this pricey and powerful pickup class. It’ll have trouble competing with ultra luxury pickups like the Ford F-150 Limited and future GMC Sierra Denali Ultimate. But we’re pretty sure that’s not the objective in the first place.
Based on the necessities:
The 2022 Toyota Tundra platinum concentrates on the necessities of pickup trucks. There are two cabs to choose from: a Double with a CrewMax, as well as three beds with lengths of 5.5 ft, 6.5 ft, and 8.1 ft.
All three have a robust composite liner, tie-down cleats, and many fixed points. Hydraulic fold-down sideboards and a charm (but stable) pop-out rear step is standard on higher-spec cars to assist you in climbing into the bed.
It also means that you may need to go elsewhere if you’d like some of the frills and gadgets that vehicle owners have been accustomed to.
For example, there’s a single 120V/400W AC bed outlet (with a matching plug inside the second row) but no onboard generator wizardry like the F-150’s Pro Power Onboard system. Likewise, the tailgate is a tailgate: there aren’t any secret steps or flaps that open like origami, like the Multi-Flex system on the Silverado.
The Tundra is allowed to tow around 8,300 and 12,000 pounds, based on trim and gear level. The payload capacity is between 1,745 and 2,290 pounds. They’re good numbers, if not class-leading, but I believe they’re more than adequate for most owners’ needs.
Redesigning the dashboard
The 2022 Toyota Tundra platinum dashboard overhaul is a night-and-day improvement over the previous truck, resolving nearly all of my issues from the 2k 21 pickups. The tiny center touch screen has been replaced with a massive 14-inch panorama display running Toyota’s new infotainment platform, which it shares with Lexus. In addition, the embarrassingly small cluster screen has been replaced with fully-digital instruments in this Platinum model. A head-up display is also included.
The basic binnacle has analog dials and a 4.2-inch color display; vehicles lacking the large infotainment touch screen have an 8-inch display instead. Wireless Apple Car Play and Android Auto are available, as well as Sirius XM and Toyota’s far voice control system.
The previous Tundra was abundant in every way, and the current one is no different. There’s plenty of headroom and legroom in both rows, and a large storage box is beneath the back seat. A large cubby in the middle of the front seats has some handy sliding trays to keep smaller objects separate; however, a more rubberized lining would help prevent rattling.
Expensive and of superior quality
Dark American Walnut trim is another feature on the inside. It has a matte open-pore surface, which is unusual for a pickup truck, and bright work and cool blue lighting that provide the interior an upmarket aspect and feel. Acoustic glass in the front doors adds to the sound deadening, but we don’t think any other Tundra types are boisterous.
V6 and a hybrid option
There’s no BEV here, but there’s a V6 and a hybrid option. Toyota shouldn’t have an all-electric vehicle, but the Tundra will drop the V8 in favor of a hybrid option in 2022. Instead, a 3.5-liter twin-turbo V6 with 348 horsepower and 405 lb-ft of torque comes standard; a tuned version with 389 horsepower and 479 lb-ft of torque is also available. In addition, a smooth and quick 10-speed automatic is standard, with 4WD available as an option.
Finally, there’s the hybrid I-FORCE MAX
This version combines the same V6 engine with electrification for a total of 437 horsepower and 583 pound-feet of torque and a small 1.87 kWh battery to power the electric motor-generator.
It’s not a plug-in hybrid (PHEV), as you would expect; instead, the Tundra reclaims power that would have been squandered when the engine is turned off. The optional I-Force Max turbocharged V6 hybrid power plant on the Tundra Capstone is a significant upgrade over the non-hybrid variant.
It’s more powerful — the single electric motor delivers 48 horsepower and 184-pound weight of torque — which is nice. Still, the true benefit is that it offers an immediate shove you can feel of the seat of your trousers at city and highway speeds.
The electric motor can’t fill in the gaps in the prime motivator between gear shifts since the 10-speed automated gearbox is located aft of both power sources, which is a bummer. The 288-volt coin battery also doesn’t power aboard plugs or generators, and the hybrid system doesn’t increase the truck’s towing capacity. It does, however, improve fuel efficiency.
While V8 aficionados may be disappointed, the dual V6 is not a slug
It gives the Tundra a quick acceleration and low turbo lag, making it easy to speed out of stoplights or take advantage of passing opportunities. Comfort, Sport S, Sport S+, and Custom driving modes are available with the correct package.
In addition to the normal Eco, Normal, Tow/Haul, and Sport drive modes. Snowy Tundra with the optional vital applications suspension and massive amount rear height control air mattress modify their settings according to their way. In addition to adjusting throttle and gearbox mapping.
It’s pleasant to drive, but it isn’t easy to see out of
No doubt it is a large vehicle when you’re behind the wheel. Although the steering position is elevated, sight is limited due to the new Tundra’s large A-pillars and large side mirrors. I’m 5’8,” but with the seat in the proper position, the clunky mirrors would block entire side roads. Toyota also doesn’t have adjustable pedals, which I’ve discovered in other full-size trucks may aid with Sightline flexibility.
Handy 360 degree camera
The full 360-degree camera proved to be quite handy at slower speeds. The Tundra isn’t the only vehicle with a large, vertical grille. There’s a debate about how cosmetics in trucks usually disadvantage walkers and cyclists. But the slab-sided dimensions meant the encircle system came in handy for navigating. Toyota also included a large, readily accessible button to activate the camera. It is significantly superior to the jumble of smaller buttons still crowded to the left of the gear stick.
I-Force Max hybrid powertrain
Rear-wheel-drive Tundra with the I-Force Max hybrid powertrain will deliver 20 miles per gallon in the city, 24 on the highway, and 22 combined, according to Toyota’s internal testing (which has yet to be confirmed by the EPA, though we expect it to happen soon).
Compared to the non-ratings hybrid’s of 18/23/20, they are increases of 2 mpg in the city (the lower-power SR grade also gets 24 highway but represents only 5 percent of total Tundra sales). The I-Force Max’s four-wheel-drive system reduces this to 19/22/21 vs. 17/23/19 with the standard engine. The hybrid-powered TRD Pro off-road specialist comes in last place in terms of efficiency, with 19/21/20 scores.
Regarding motorway driving, Toyota’s suspension changes make the 2018 Tundra a lot more enjoyable to be in on long trips. The last truck’s jostling and bounce, as well as its popularly called manners — or lack thereof — are no longer present. A quiet cabin and a smooth ride are in place, curves no longer seem like a recipe for rapid leaning. The handling has a significant amount of weight.
The hunger is genuine:
In theory, the twin-turbo V6 needs to be more fuel efficient than the V8 in the previous Tundra. According to the EPA, the 2022 vehicle should get up to 22 mpg in 2WD and up to 19 mpg in 4WD on the combined cycle. In comparison, model 2021 Tundra 2WD and 4WD get 15 and 14 mpg, respectively. However, based on highway and city driving, I got slightly over 14 mpg in practice. That’s probably not too outrageous for a full-size truck — though, given existing fuel prices. It’s certainly enough to make you question when you need all that space and capacity each day you hit the road. But it’s worth noting that I got close to 16 fuel economy with the similar use of the 2021 Tundra last year. Off-road enthusiasts will appreciate the TRD Pro package as well.
Verdict for 2022 Toyota Tundra Platinum:
Aside from the expense of ownership, it’s difficult not to be pleased with how far Toyota has progressed with the 2022 Tundra. More refined to drive, yet more competent; a cabin that can compete with Ford, Chevrolet, and Ram in terms of design, materials, and technology. Plus, even though V8 aficionados are unlikely to like it, the power train lacks a bit of two cylinders. It’s clear that the new truck is more than capable of winning over existing consumers as well as bringing in new ones. If there’s one thing that competitors have been experimenting with, it’s the cutting-edge shine. Something that, beyond an excellent infotainment improvement, puts Toyota’s tech on the map to compete with Ford’s extensive onboard generator choices or Chevy’s Super Cruise. The new Tundra is impressive, but the truckload segment in 2022 is even better.
The most affordable Tundra for 2022 is a rear-wheel-drive SR Double Cab. It has a 6.5-foot bed, costing $37,645 plus $1,695 delivery. If you want the I-Force Max power plant, a Limited CrewMax, the larger two four-door cabins, would set you back at least $53,995. The elegant Platinum and Western-themed 1794 lie directly below the range-topping Capstone. Each of which will price for a little under $60,000 without any extras. With an extra $3,000 for a four-wheel drive. The top-of-the-line Capstone starts at $75,225. It equipped with the I-Force Max, CrewMax configuration, and four-wheel drive.
No Hands free driving technology
Toyota doesn’t have any hands-free driving technology that can compete with Ford’s Blue Cruise or GM’s Super Cruise. Because it has no usable in-bed technology that can compete with Ford’s Pro Power Onboard. This is in the same situation as the Ram 1500 in this regard.
American truck manufacturers’ prior owner commitment may be an even bigger challenge for Toyota.
According to recent data, owner loyalty appears to be less of an issue on the most expensive pickups, such as the Capstone, Denali Ultimate, and F-150 Limited. The Centerpiece is Toyota’s solution to buyers who want more luxurious trucks.
When seen through that prism, the Toyota Capstone is unquestionably a winner. It’s no surprise that the truck industry has shifted upscale. With their high costs, sports automobiles earn manufacturers more profit than practically any other product.
So even though the Capstone has only a little impact on sales, which appears to be the most likely cause. It should be enough to prevent dedicated Tundra customers with significant resources from looking elsewhere. That isn’t to suggest that a competent and pleasant pickup that delivers on the necessities doesn’t have a place. Toyota’s 2022 Tundra shows it knows what sells in trucks and can offer it at a fair price.