Toyota took forever to renew its big Tundra pickup, being well aware that it would never manage to dislodge its American rivals anyway, which continue to fight mercilessly by multiplying innovations.
With the new 2022 Tundra, expectations were still very high. Toyota designers and engineers have made solid improvements on several levels. However, beyond the Tundra Hybrid, which hits the market this spring, nothing really stands out from the competition and the lack of practical solutions is still disappointing.
Choice of models
Before going any further, let’s first state the facts. The 2022 Toyota Tundra offers a choice of two drivetrains (4×2 and 4×4), two powertrains (including hybrid), two cabs (crew and CrewMax), three bed lengths (5.5, 6.5 and 8.1 feet) and five major trim levels (SR, SR5, Limited, Platinum and Capstone).
Photo: Guillaume Rivard
We tested a luxurious Tundra 4×4 CrewMax Edition 1794 based on the Platinum model, with a short bed and a suggested retail price of $74,190 – almost $10,000 more than a year ago, but still a little cheaper than its direct opponents.
Riding on 20-inch wheels and combining several exterior chrome accents with western-themed cabin decor, this version is meant to be a riposte to the Ford F-150 King Ranch and Ram 1500 Limited Longhorn of this world.
American allure without all the practicality
The design of the 2022 Toyota Tundra is one hell of a success from start to finish. The huge grille and redesigned LED headlights set the tone, while the squarer lines add character and robustness. Seen from certain angles, the truck easily passes for an American model, for example a GMC Sierra.
Unfortunately, the competition is always more innovative and ingenious to make life easier for owners. There are no tow hooks, side steps (except in the accessories catalog), multi-function tailgate, steps to access the bed when the tailgate is down, extra storage system and on the way.
Note, however, the body made from a new molded composite material that will better resist shocks and rust. Its maximum payload is now 1,940 pounds, which is great. Bravo also for the addition of several cameras all around the Tundra which help during parking and towing maneuvers. The optional power extendable and foldable mirrors are much appreciated.
Pleasant wind of freshness inside
A wind? Let’s say a hurricane instead! Again, Toyota designers have done an excellent job of giving us a cabin with a resolutely modern and sophisticated decor. Improved ergonomics and soundproofing go hand in hand with abundant space as well as more premium materials worthy of rivaling the Americans.
The seats, despite their numerous adjustments and available heated/ventilated seats, are however a little too firm. Another downside: some unwanted noises were heard in our test model (which didn’t even have 3,000 km on the clock yet), among others at the central armrest.
As for Toyota’s all-new multimedia system inaugurated by the 2022 Tundra, it powers an 8 or 14-inch screen depending on the version – a peak in the category. Its use is much more pleasant than the old system: the processor is five times more powerful, the presentation is clear, the state-of-the-art glass surface almost completely eliminates reflections and the column of icons on the left allows easy and quick access. to the different menus.
Photo: Guillaume Rivard
The main disadvantage with the 14-inch screen is that you have to stretch to reach certain touch controls. At least, the volume control and the heating and air conditioning settings are done by physical buttons under the screen, if not by the new virtual assistant that we challenge by saying “Ok Toyota”.
Let’s add in passing that Toyota has improved its connected services (subscription required once the trial period is over), including the new Drive Connect, which increases the capabilities of the intelligent assistant and provides navigation via cloud computing. Remote system and map updates will be possible and those who prefer to use Apple CarPlay or Android Auto can do so wirelessly as standard.
A new V6 that has muscle, but…
Built on the TNGA-F architecture, the 2022 Toyota Tundra behaves better than its predecessor, helped by a rear suspension with coil springs (or multiple arms for hybrid models) replacing the old leaf springs. It still hops a little, but both on asphalt and on rutted dirt roads, the ride is improved. Limited and higher trims attach the cab to the frame via hydraulic mounts, and adaptive suspension is available for a smoother ride. Braking, on the other hand, is predictable and well controlled.
Photo: Guillaume Rivard
Now for the new 3.5-liter twin-turbo V6, which is intended as a clear and direct response to that of the Ford F-150, it impresses on paper with power and torque of up to 389 horsepower and 479 lbs-ft, the ability to tow up to 12,000 lbs and an average fuel consumption quoted by Natural Resources Canada at 11.8-12.2 L/100 km. The new 10-speed automatic also makes a big difference.
During our test week, which took place in temperatures just above the freezing point, the Tundra certainly performed well in general, but two points disappointed us. First, throttle response really isn’t as instantaneous as you’d expect from a twin-turbocharged engine, even in Sport mode. Then, despite our efforts not to be too heavy or pushy, our trips (including 25% on the highway) ended up with an average of around 16 L/100 km – just like with the old 381 V8 horses!
Is the Tundra hybrid the solution? Be careful, because its system increases power and torque (437 horsepower, 583 lb-ft), but hardly reduces consumption (11.7 L/100 km officially). We will have the chance to share our first driving impressions on this model with you very soon, so keep in touch!