2022 Toyota Tundra

2022 is the launch year of the third-generation (XK70) Tundra, which replaced the 5.7L V8 with a 3.4L twin-turbo V6. For 2022 only the base SR got the 348-hp tune; the volume SR5 and every grade above it get the 389-hp tune, with the i-FORCE MAX hybrid topping the range at 437 hp.

The SR5's 389-hp tune makes 479 lb-ft at 2,400 rpm — well above the outgoing 5.7L V8's 401 lb-ft — and the hybrid's 583 lb-ft is among the strongest gas figures among half-tons.

Instrumented tests of the 389-hp non-hybrid CrewMax — the same tune as the volume SR5 — cluster at 6.1–6.2 s; the hybrid TRD Pro runs 5.7 s.

The twin-turbo V6 delivers strong, low-rpm torque that out-pulls the old V8, but launch-year reviews flagged a coarse, synthesized-sounding engine note and some turbo lag off idle; the hybrid's gas-electric handoffs were also called less polished than Ford's PowerBoost.

The new Aisin 10-speed automatic is generally smooth and well matched when towing, but 2022 testers noted occasional busy shifting around town and slow part-throttle kickdowns.

Max tow rose 17.6% over the second-generation truck to 12,000 lbs — strong in absolute terms but short of the F-150 (14,000 lbs in 2022) and Silverado/Sierra (13,300 lbs).

Payload improved more than 11% over the previous generation, but 1,940 lbs still trails the F-150 and GM half-tons by several hundred pounds — the Tundra's clearest capability gap.

The redesign brought an integrated trailer brake controller, Tow/Haul modes, Panoramic View Monitor with a hitch view, trailer-aware blind-spot monitoring and the new Trailer Backup Guide with Straight Path Assist on upper grades — a solid core suite, but no onboard scales, smart hitch or Pro Trailer Backup Assist knob like Ford's.

Part-time 4WD with a two-speed transfer case is available on every grade and standard on TRD Pro; TRD Off-Road adds an electronic locking rear differential, Multi-Terrain Select and Crawl Control.

The 2022 TRD Pro is a genuine factory off-roader — FOX 2.5-in internal-bypass shocks with piggyback reservoirs, a 1.1-in front lift, aluminum front skid plate and underbody protection, all-terrain tires — though it stops short of Raptor/TRX-class desert hardware.

Two distinct powertrains — the i-FORCE twin-turbo V6 in two tunes and the i-FORCE MAX hybrid — but the hybrid is restricted to Limited and above for 2022, and there is no V8, diesel or EV.

EPA combined rating for the volume 4WD i-FORCE V6 configuration in this launch year of the third generation. The hybrid adds only ~1 MPG in 4WD form, as it is tuned for output rather than economy.

EPA city figure for the volume 4WD twin-turbo V6; city remains weak despite the move from the 5.7L V8 (13 MPG city) to the turbo V6.

EPA highway rating for the volume 4WD configuration; the lifted TRD Pro drops to 20 MPG.

The volume CrewMax short-bed carries a 22.5-gallon tank, giving roughly 428 miles at 19 MPG combined — short for a full-size truck. The 32.2-gallon tank fitted to longer-bed configurations pushes range past 600 miles.

EPA's current annual fuel-cost estimate for the volume 4WD configuration on regular unleaded at 15,000 mi/yr — about $50 less than the Silverado 1500's 5.3L V8 4WD at the same assumptions.

Every 2022 Tundra configuration, including the hybrid i-FORCE MAX and TRD Pro, is rated on regular unleaded — no premium requirement anywhere in the lineup. Held just short of the top because the redesign dropped the old 5.7L's E85 flex-fuel capability and offers no diesel.

The all-new 2022 (XK70) Tundra CrewMax 4WD earned a 5-star NHTSA overall rating with 5-star frontal and side results and a 4-star rollover. The CrewMax 2WD carries 5-star frontal/side subratings but no overall, and the Double Cab was only partly rated.

The 2022 Tundra crew cab earned an IIHS Top Safety Pick+ with Good ratings in every crashworthiness test, including both small-overlap sides and the updated side test — the best IIHS result among 2022 full-size pickups. It was tested before IIHS introduced the updated moderate-overlap (rear-passenger) protocol, so that later weakness is not part of the 2022 record.

Toyota Safety Sense 2.5 is standard on every 2022 trim, bringing AEB with pedestrian/cyclist detection, full-speed-range adaptive cruise, lane departure alert with steering assist, Lane Tracing Assist and auto high beams. Blind Spot Monitor with Rear Cross-Traffic Alert is standard from the SR5 (volume trim) up but optional on the base SR, which keeps it just short of the very top of the band.

IIHS rated the 2022 Tundra's Pre-Collision System Superior for vehicle-to-vehicle and daytime pedestrian prevention and Advanced in the nighttime pedestrian test — the strong across-the-board result the top band calls for, a notch below a clean sweep of Superiors.

On the volume SR5 and above, Blind Spot Monitor with Rear Cross-Traffic Alert is standard and Trailer Merge Warning extends coverage along a hitched trailer — real truck-specific value. It is optional on the base SR, and the system is alert-based, with Rear Cross-Traffic Braking only on upper-trim packages.

Lane Tracing Assist gives continuous lane centering as standard on every 2022 trim, ahead of domestic rivals whose base trucks get only warning or reactive nudges. Reviewers find it usable but prone to some wander in a truck this wide, so it sits in the functional rather than class-leading band.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on every trim and pairs with Lane Tracing Assist for a competent hands-on highway assist, even on work trims. Reviewers note conservative gap-keeping and occasionally abrupt braking.

The 2022 Tundra offers no hands-free highway driving at any trim; Lane Tracing Assist requires hands on the wheel. Ford (BlueCruise) and GM (Super Cruise) offered hands-free on their full-size trucks in this period.

Upper-trim LED projector headlights rated Good, but the reflector LEDs on the SR/SR5 volume trims rated only Acceptable. Auto high beams are standard throughout, so this lands in the 'Good on upper trims, Acceptable on volume trims' band.

Sightlines are typical of a modern full-size pickup: a tall hood and high beltline create a large forward blind zone and the A-pillars are thick. The Panoramic View Monitor helps but is limited to upper trims and packages, not the volume SR5.

The CrewMax's big rear doors, flat floor and generous legroom make fitting car seats easy, but IIHS rated LATCH ease of use only Acceptable, mainly because the lower anchors sit deep in the seat bight. The Double Cab is noticeably tighter.

The volume SR5 CrewMax seats five; a front bench raises capacity to six on work grades.

Roomy front headroom, mid-pack for full-size pickups.

Front legroom trails every domestic full-size rival by 2-3 inches.

Adequate rear headroom, at the low end of the full-size band.

CrewMax rear seat is genuinely spacious, though it no longer stands out as the prior-generation CrewMax did.

The volume CrewMax ships with the short 5.5-ft bed; 2022 added a 6.5-ft bed option to CrewMax for the first time.

Short-bed volume is typical of a crew-cab half-ton; the bed is unchanged across the 2022-on XK70 generation.

Good everyday storage with fold-up rear seat and under-seat bins, but nothing to match F-150's fold-flat console/Pro Power or Ram's RamBox.

Supportive front seats and a reclining CrewMax rear bench, held back by short front legroom for tall drivers.

New coil-spring rear is a big step up from the leaf-sprung predecessor, but unladen it still jiggles more than the Ram 1500.

Wind and road noise are well controlled, but the twin-turbo V6 sounds gruff and partly synthesized under load.

Heated/ventilated fronts and heated wheel arrive at Limited and up; heated rears on Platinum/1794/Capstone; the volume SR5 is sparse.

The launch-year XK70 Tundra opened at $35,950 before destination, a few thousand above an F-150 XL regular cab but with a Double Cab as the cheapest body, so the entry price buys more truck than the headline suggests.

Sales concentrate on the SR5 CrewMax 4x4; base SR5 CrewMax 5.5-ft 2WD listed at $42,805 before destination, with 4x4 and the popular option packages putting a typically equipped truck near $50,500 — mid-pack for a half-ton crew cab at MSRP, though 2022 transaction prices often ran well above sticker.

Toyota service pricing and two years of included maintenance keep routine costs below the domestic half-tons, but the all-new twin-turbo V6 has since drawn a major engine recall (machining debris causing bearing failure, 2022–2023 trucks), which adds repair-risk uncertainty outside warranty.

The Tundra is a perennial resale leader among half-tons, and launch-year supply tightness propped early used values; the 2024 engine-failure recall covering 2022–2023 trucks tempers that slightly, so retention is estimated a few points under the long-run Tundra norm.

Industry-floor basic coverage, matching Ford, GM and Ram.

The scored gas i-FORCE truck gets the standard 5-year powertrain term — bottom of the band and equal to domestic rivals.

ToyotaCare includes two years of no-cost scheduled maintenance and two years of unlimited-mileage roadside assistance, plus connected-services trials — better than the roadside-only coverage on Ford, GM and Ram half-tons, though shorter than the best 3-year programs.

$50,500 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $31,310) leaves about $19,190 in depreciation. Add the projected $5,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,490 in total.

2022 is the launch year of the third-generation (XK70) Tundra, and predicted reliability fell sharply from the previous generation's top rating: Consumer Reports cut it from 5/5 (2021) to 3/5 'average' at launch, and owner-reported data since then has pushed the 2022 below the model-year norm. That is driven by V35A-FTS engine failures and first-year 10-speed and electrical complaints — an outlier inside Toyota's lineup.

Toyota is the industry benchmark at brand level: it ranks in the top two or three of Consumer Reports' brand reliability rankings year after year and is consistently in the upper group of J.D. Power's VDS. No other full-size truck brand gets a stronger brand-level input. Scored the same as on other Toyota nameplates.

The 2022 model year is squarely inside two engine-replacement campaigns. NHTSA 24V-381 (June 2024) covered about 102,000 2022–2023 Tundras and LX 600s for machining debris that can cause main-bearing failure and engine seizure. A 2025 expansion added roughly 127,000 more 2022–2024 Tundra/LX and 2024 GX vehicles after failure reports kept rising. That is a repeated, systemic powertrain recall, and on top of it there were first-year TSBs on 10-speed shift quality.

For 2022 the 3.4L V35A-FTS twin-turbo V6 replaced the 5.7L 3UR-FE V8, which had a well-known high-mileage record. In its first year the new engine has needed wholesale engine replacements across two recall waves. Some mechanics question whether debris is the whole explanation, given failures in trucks that were already repaired. The Aisin 10-speed has no systemic failures, but the 2022 sits right in the engine's worst build window.

The redesigned 2022 cabin is a large step up from the 14-year-old previous generation, with a modern dash, an available 14-inch screen and good switchgear. Materials favour durability over richness, though, and hard plastics dominate the volume SR5's lower doors and console. Reviewers place it behind the Ram 1500 on richness for the money.

TMMTX San Antonio assembly is generally solid, with tight panel gaps. Launch-year trucks drew scattered rattle, wind-noise, trim and infotainment glitch complaints, plus the debris left inside engines at the factory, which is itself a production-quality lapse. That keeps 2022 below the later builds of this generation.

Toyota has one of the densest US dealer networks, about 1,200 franchised stores, which reaches the rural areas where full-size truck owners work. Service satisfaction is at or above average. The one caveat is long shop waits for engine replacements in some regions.

Toyota's parts distribution is excellent and routine maintenance is cheap. In 2022, though, the all-new generation had a thin aftermarket next to the F-150 and Silverado. Twin-turbo and i-FORCE MAX components also cost more than the old V8's, and engine-replacement demand strained long-block supply.

The volume SR5 ships with the 8-inch screen; the segment-competitive 14-inch unit costs extra on it.

The Tundra debuted Toyota Audio Multimedia in 2022: fast, simple and backed by physical climate controls, with some first-year software glitches.

Wireless Apple CarPlay and Android Auto are standard on every grade.

Natural-language 'Hey Toyota' assistant and cloud navigation are capable, but cloud nav needs a Drive Connect subscription after the trial.

Adequate base audio; JBL premium system available on upper grades and well reviewed, short of Ram's Harman Kardon.

The volume SR5 keeps analog gauges with a small center display; the 12.3-inch digital cluster is reserved for upper grades and hybrids.

OTA covers maps, POIs and multimedia software, not feature-adding whole-vehicle updates.

Toyota app Remote Connect covers remote start, locks and locator, but sits behind a subscription after the trial.

USB-C front and rear and wireless charging on upper trims, plus 120V outlets, but only a 400W bed outlet next to Ford's multi-kW Pro Power.

Smart Key with push-button start on SR5 and up, remote start via app subscription; phone-as-key not a highlight in the debut year.

Backup camera standard, Panoramic View Monitor with hitch view available but tied to the 14-inch screen and upper packages.

A 10-inch color HUD exists, but only on the top grades — not on the volume SR5.

Spacious CrewMax rear with big doors, but a tall step-in and open bed make daily kid-and-stroller duty clumsier than in an SUV.

Strong crash results plus TSS 2.5 standard on every trim, including the work grades families can afford.

Roomy, reclining rear seat and decent quiet, but rear amenities are thin on SR5 and luggage rides in an open bed.

Torquey turbo V6 and smooth 10-speed make traffic easy, offset by size and some lag and busy shifting.

19 MPG combined is typical for a full-size half-ton, which is still expensive per commuting mile.

Big footprint and a 48.6-ft turning circle make urban parking a chore; 360 camera is optional only.

12,000-lb max tow is competitive, but max payload of 1,940 lb trails F-150 and Silverado.

Toyota's toughness reputation is undercut on the 2022 by the V35A engine-debris recall requiring engine replacements.

Deck rails, a composite bed and a 400W outlet cover basics; no onboard generator or multifunction tailgate to match Ford or GM.

Full-speed adaptive cruise and lane tracing ease highway miles; a ~430-mi range on the standard tank and a gruff V6 limit it.

Widely available 4WD with low range, TRD Off-Road and TRD Pro packages make it a capable adventure rig.

An open bed swallows bulky gear and 2022 added a 6.5-ft CrewMax bed, but lacks lockable in-bed storage.

The new boxed frame and coil rear make it far more composed than the old Tundra, but it is still a big, softly controlled truck.

New electric power steering is light and accurate enough but numb on center.

Adequate stopping power with a somewhat soft pedal typical of half-tons.

Strong low-end torque from the twin-turbo V6, with some off-idle lag and hesitant 10-speed downshifts.

The V6 sounds coarse under load and its piped-in sound draws criticism versus the outgoing V8.

Typical full-size pickup turning diameter for the volume short-bed CrewMax.

Commanding view and well-placed physical controls, but short front legroom and a high seat compromise taller drivers.

Quick for its size, especially TRD Pro off-road, but the V6 lacks the V8's character.

Even the base SR gets the twin-turbo V6, 10-speed automatic, Toyota Safety Sense 2.5 (pre-collision with pedestrian detection, adaptive cruise, lane-keep), an 8-in touchscreen with wireless CarPlay/Android Auto and LED lighting — more active-safety content than base F-150 XL or Silverado WT trims. Docked because the SR's interior is spartan and many conveniences are packaged.

At MSRP the 2022 Tundra is fairly priced for its power, tech and strong resale, but rivals offer more powertrain choice and capability per dollar, and launch-year dealer markups of $10,000–20,000+ meant many buyers paid well over sticker.

Seven grades (SR, SR5, Limited, Platinum, 1794, TRD Pro, Capstone), Double Cab and CrewMax, three bed lengths, 2WD/4WD and gas or hybrid give real choice, but there is no regular cab, no V8 or diesel, and fewer powertrains and work configurations than the F-150 or Silverado.

Sales rebounded with the new generation to roughly 100,000 units in 2022, but that remains a fraction of the F-Series, Silverado or Ram volumes — a steady but distant fourth in the full-size segment.

Toyota's reputation for durability and the Tundra's loyal owner base support strong resale, though the domestic brands own full-size truck loyalty and the new V6 lost some of the old 5.7L V8's cult appeal.

As a high-demand launch-year redesign during the 2022 inventory crunch, the Tundra commonly sold at or well above MSRP with minimal incentives; widespread dealer markups were reported.

2022 is the launch year of the third-generation (XK70) Tundra on the TNGA-F platform, replacing a 14-year-old design with a new frame, coil-spring rear suspension, twin-turbo V6 and hybrid option.

Reviewers praised the huge leap over the old truck, the torquey powertrains and the 14-in screen, but head-to-head tests generally still picked the F-150, citing the Tundra's slower acceleration, ride quality and engine sound; it collected no headline Truck of the Year win for 2022.