Yahoo Autos 2022 Toyota Tundra Capstone First Drive Review | Tundra's crowning achievement
The existence of the 2022 Toyota Tundra Capstone perfectly illustrates the point that most of today’s full-size pickup buyers aren’t just interested in a barebones machine with a truck bed. For more and more buyers, trucks need to double as luxury cars, complete with all the leather-lined and wood-plated trimmings. Such is the case with the Capstone, and while it has all the features and highlights we’ve come to expect from vehicles in this pricey and potent pickup class, it’s going to have a tough time winning over buyers who are cross shopping other range-topping, ultra-luxury pickups like the Ford F-150 Limited and upcoming GMC Sierra Denali Ultimate. But we’re pretty sure that’s not really the point, anyway.
The Capstone — in case you’re wondering, Merriam-Webster defines the word as “the high point” or “crowning achievement” — sits at the very tippy top of the Tundra lineup. The trim level also extends to the new 2023 Sequoia, but Toyota so far isn’t using the trim on other smaller truck or SUV models.
Before we go any further, we’ll briefly cover what stays the same. The Capstone shares its i-Force Max hybrid powertrain with other Tundras. It produces the same 437 horsepower and 583 pound-feet of torque regardless of trim level, and sends those ponies to all four wheels through a 10-speed automatic and part-time transfer case with high and low gears. The maximum tow rating for Capstone models is a respectable 10,340 pounds; max payload stands at 1,485 pounds. It will solely be paired with the CrewMax cab and 5.5-foot bed.
So the Capstone numbers and hard data points don’t move the needle any further than other Tundras. It’s set apart from lesser Tundras by virtue of its chrome-laden exterior, unique 22-inch wheels, street-oriented low-profile(ish) Bridgestone Dueler tires, and the fact it gets pretty much everything that’s optional on a Tundra as standard equipment. It sits above the already pretty luxurious Tundra Platinum and 1794 editions. This strategy follows a similar trend from Ford with its Limited grade and GMC with its Denali Ultimate. Ram doesn’t go as far with its line; its Limited Longhorn would compare with the Tundra 1794 and its Limited trim with Toyota’s Platinum. Chevy so far hasn’t announced a High Country Ultimate like GMC has with the Denali.
Toyota focused most of its Capstone efforts on the interior. Our favorite part of the Tundra Capstone are its leather seats. While they should probably offer a massaging function as its competitors do (Toyota reps admitted they are looking into offering those in the future), the semi-aniline leather feels great, looks spectacular in its Capstone-exclusive black and white hues, and adds interest with unique embossing and perforation patterns. The only other vehicle under the Toyota umbrella to get this quality of leather is the Lexus LS.
Another interior highlight is the Dark American Walnut trim. It features a matte open-pore finish that’s nice to see in a pickup truck, and is accentuated with brightwork and cool blue lighting that lends an upscale look and feel to the cabin. Additional sound deadening comes courtesy of acoustic glass in the front doors, but we don’t really think other Tundra grades are particularly loud, either.
There aren’t any changes to the infotainment package. Toyota’s latest Audio Multimedia system is controlled via a 14-inch touchscreen, and while we appreciate its clean overall design and quick responses, we’re not fond of the fact it lacks a home screen. We also wish it were possible to split the large screen into multiple panels, which Toyota reps say would be possible to do if customers demand it in the future. We had similar complaints about the new Lexus infotainment system.
