2022 Toyota Tundra

The 2022 Toyota Tundra is all new from the ground up, and heads into its third generation. The redesign couldn’t come soon enough, because the outgoing 2021 model was the oldest pickup on the market and felt like it. This new Tundra brings significant upgrades in technology, powertrains, safety features, comfort, fuel economy and driving dynamics. The enhancements take the Tundra from an aging also-ran into the top tier of half-ton pickups, making it a must-consider for truck buyers. 

The question truck buyers must ask is how wed are they to an American brand, considering that the new Tundra is better than the GM half-ton trucks and competitive with the Ram 1500 and Ford F-150. In response to past skepticism that Japanese automakers don’t really understand American truck buyers, Toyota likes to point out that its North American team designed the new truck, and that it’s built near San Antonio, Texas. Truck buyers can be parochial, but it doesn’t get much more American than that.

So what do most truck buyers want? There are all sorts of unique uses, but the bulk of the market is customers who need room and some hauling capability for their work or business. They typically want a big cab that can seat four adults comfortably. Increasingly they seek better fuel economy. Many need four-wheel-drive (4WD) to deal with winter weather or go off-road. And finally, they want the latest technology and safety features such as automatic emergency braking and adaptive cruise control.

The previous-generation Tundra entered the market in 2007 to much fanfare, but then went without meaningful updates for years. In many regards was primitive compared to its 2020-era half-ton rivals. However, the new model is equipped for the heart of the market and will meet the needs of the vast majority of retail buyers. 

There are two powertrain options—a standard V6 and a hybrid version using the same engine and an electric motor, which Toyota calls the i-FORCE MAX. The automaker has improved the 4WD system, adding intuitive and simple-to-use controls that allow a novice driver onto the dirt. The technology and infotainment match or beat the offerings of the other brands. The cabin is room and quiet. And fuel economy looks to be about a third better than the thirsty vehicle it replaces. 

Toyota will offer five trim levels: SR, SR5, Limited, Platinum and 1794, though late in 2022 the automaker will launch a luxury-themed Capstone model. The off-road themed TRD Pro only will be provided with the hybrid powertrain. Additionally, the i-FORCE MAX only comes in the Limited, Platinum and 1794 trims. Toyota offers the Tundra in both a double cab and a larger crew cab model. Buyers have their choice of either a short, standard or long truck bed.

Performance: 13/15

Toyota has ditched its fuel-thirsty V8 for two V6 choices. The base twin-turbo 3.5-liter V6, called the i-FORCE, is rated for 389 horsepower and 479-pound-feet of torque. It has a maximum towing capacity of 12,000 pounds and a maximum payload of 1,940 pounds, up from 2021’s maximums of 10,200 and 1,730 pounds. That is the engine of choice for those who want to tow and haul, and it works well.

In our testing, it pulled a 7,000 pound, 26-foot Airstream up grades of various inclines and at highway speeds in Texas hill country without a hiccup. Power was steady and available for accelerations and climbs. The 10-speed automatic transmission never complained.

Toyota also is offering a hybrid option that uses the twin-turbocharged 3.5-liter engine. Dubbed the i-FORCE MAX by Toyota, the hybrid powertrain is rated for 437 horsepower and 583-pound feet of torque; more than enough power for most buyers. But the maximum towing capacity falls by 550 pounds to 11,450 due the additional weight of the battery pack and electric components.

The i-FORCE MAX is a worthy choice for those looking for a fuel-efficient pickup truck with the power for most towing requirements. Shoppers, shoppers, however, should also consider the hybrid version of the F-150 as it has a maximum tow rating of 12,700 pounds and a payload rating of 2,120 pounds of cargo. The Ford is rated at 24 mpg for city, highway and combined driving. Toyota has not yet provided a fuel economy rating for its hybrid pickup.

Fuel Economy: 12/15

The conventional twin-turbo V6-powered 2022 Tundra has earned EPA fuel economy estimates of 18 mpg city, 23 highway and 20 combined. That’s about a third better than the outgoing truck, which returned 13, 17, and 15 mpg in the same metrics. The four-wheel-drive version is rated at 17 in city driving, 22 on the highway and 19 combined. 

Toyota plans to release fuel economy ratings for the hybrid before it goes on sale early next year. The standard fuel tank is 22.5 gallons, but a 32.2-gallon tank is available. Diesels from GM and Ram offer better economy, but the new Tundra is about even or just below most V6 F-150 variants apart from the hybrid.

Safety & Driver Assistance Tech: 11/15

As a new model, the 2022 Tundra has not yet been tested by the Insurance Institute for Highway Safety (IIHS) or the National Highway Traffic Safety Administration (NHTSA). We expect the Tundra’s score to rise ones those evaluations become available.

Though the lack of crash test data costs the Tundra some points in our evaluation, the new model includes extensive automated driver assistance systems as standard equipment for all grades, something most other half-ton trucks cannot boast. Features include forward collision warning, automatic emergency braking, blind-spot warning, rear cross-traffic alert and adaptive cruise control. The truck also has automatic high beams, which switch on and off depending on oncoming traffic. One gap is blind-spot monitoring, which is essential on a big vehicle like this. It comes standard on Limited trim and above, but is optional on the SR5 and not available on the base SR.

Comfort & Room: 12/15

The new Tundra has a comfortable, spacious cabin, and the crew cab version can easily seat four adults for long road trips. Headroom for both the double and the crew cab models is 41 inches for the front the 38.5 inches in the rear. That drops to 39.3 and 36.9 for moonroof-equipped Tundras. Legroom tops out at 41.2 inches for the front and 41.6 for the back in the crew cab. It is 41.2 inches and 33.3 in the double, making for a tighter rear seat. All models have rear seats with a 60/40 fold-down split.

Legroom is a touch smaller than the F-150 but slightly bigger than the Ram 1500. Most drivers and passengers won’t notice any difference in cabin space between all full-size pickup trucks.  

The truck rides comfortably helped by the replacement of leaf springs with coils. But it still is a touch behind the smooth Ram 1500. That’s most noticeable when the truck has just one passenger and no load. 

Infotainment: 12/15

Infotainment is one of the areas where Tundra has made a giant leap, making it competitive with other pickup trucks. The layout of controls is another major area of improvement, and most drives will find everything within easy reach. The standard dash has analog gauges joined by a 4.2-inch driver information display, while higher trims get a 12.3-inch driver information screen. A 10-inch head-up display is optional. There are three or five USB ports, depending on the trim.

SR and SR5 Tundras come with a standard 8-inch touchscreen. A 14-inch is optional and standard on higher trim levels. Both screens have far better resolution than the outgoing model and use cellphone-style “pinch and scroll” functionality. 

Toyota designers smartly oriented the larger touchscreen horizontally on the dash, making it easier to scan while keeping a view of the road. Apple CarPlay and Android Auto are standard. The truck also has Toyota Audio Multimedia, the automaker’s Google cloud-based navigation and voice command system. It’s free for the first year but requires a $16 annual subscription thereafter. 

Cargo Space & Storage: 13/15

Toyota offers the new Tundra with a 5.5-foot short bed, a 6.5-foot standard bed and an 8.1-foot long bed. The bed is 20.9 inches deep. It is equipped with a 120-volt outlet and LED lights starting at the Platinum trim level. Those features are optional on the other trims. There’s enough interior space to stash tablets, laptops, handbags, snacks and everything else someone might want at hand for a road trip or work.

Style & Design: 6/10

This is an area where the new Tundra falls short. Although some will like the design, it’s not necessarily what people expect in a pickup truck and seems to try too hard to make the vehicle look tough and rugged. The rear and front fenders have raised ridgelines, or shoulders, giving the pickup a blocky feel. With a similarly ridged center hood and large grille, the front is bold and dominating. Yet, The truck lacks a sense of fluidity and grace. 

In some respects, the Tundra seems derivative of GMC’s similarly boxy Sierra 1500, but it doesn’t look as well resolved, nor does it emulate the big rig cab look that inspires many truck buyers. It’s a missed opportunity on what it is otherwise a greatly improved, and very capable, truck.

Is the 2022 Toyota Tundra worth it? Which Tundra is the Best Value?

Truck buyers should look at the SR5 or Limited trims, which provide the most value for the money. Those whose budget allows them to jump to the Limited will find a greater array of standard features such as power and heated seats that improve comfort. The SR5 starts at $40,755, and the Limited at $46,850.

How Much Does it Cost to Insure the 2022 Toyota Tundra?

The 2022 Tundra is brand new, so there isn’t much data available on it yet. But the previous-generation model’s costs were very reasonable. According to our data, a typical 30-year-old female driver with clean record can expect an average annual premium of $1,785 on a 2021 Tundra SR, though this averages all 50 states. That compares to $1,988 for the Ram 1500, $1,823 for the GMC Sierra 1500, $1,657 for the Ford F-150 XL and $1,906 for the Chevrolet Silverado. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.