Times are tough for full-size pickups. The usually strong contractor market is taking it on the chin due to the collapsing housing market. Consumers find themselves in a cash crunch, and soaring fuel prices have driven the cost of everything up.
So, Toyota finds itself in a curious position. It makes a really nice pickup that is durable, rugged looking and right up there with the segment leaders in towing, payload and off-road capability, but it is wanting for buyers.
In the hierarchy of pickups the Tundra and F-150 almost run neck and neck with the Silverado/Sierra right behind and Dodge right on their bumper. Nissan gave it a good shot but will soon turn to Dodge to supply the next version of the Titan.
Toyota knew it had its work cut out for itself trying to crack the last great American vehicle segment without a foreign manufacturer presence. They took great care to assure potential buyers that this truck was engineered for American’s by Americans and built in America. Toyota also hasn’t been shy about advertising and sporting sponsorships like professional bull riding.
One of the knocks against the Tundra was that it had limited model configurations compared to Ford/Chevy/Dodge. So for 2008 Toyota has added 13 more configurations to bring the total to 44 for consumers who want more choices.
The biggest change for the line is the increased availability of the two most popular cab styles – Double Cab and CrewMax. Plus, this year more goodies come standard, including power bucket front seats, AM/FM stereo with six-disc CD changer, cold kit, heated mirrors, and mud guards.
Also new for regular cab buyers is a new front-end design with a chrome bumper and blacked-out grille.
All Tundra models feature the Toyota Star Safety System as standard equipment, giving Tundra one of the most comprehensive arrays of standard safety technology in the full-size pickup truck category. The system includes ABS, Electronic Brakeforce Distribution (EBD), Brake Assist, Vehicle Stability Control (VSC) and Traction Control (TRAC).
To try and gauge the size of a Tundra, think of taking a Chevy Suburban and cutting the rear roof portion off, then adding a longer bed. This rig is that big.
From the side, the body has a distinct “barbell” for with pronounced wheel arches to give the truck a brawny look. Character lines and fender flares add dimension and strength as well as delivering a wide stance. The cab and doors are huge with big door handles, big windows and chunky bumpers.
On the business end, the CrewMax comes with a short bed (66.7 inches). In all models, the bed measures 22.2 inches deep. A Deck Rail System, standard on my Limited test truck added to cargo bed versatility with four adjustable tie-down cleats connected to the rails. A great feature for buyers who actually use the bed as intended is a lockable all-steel tailgate that has a tailgate assist, which allows it to be opened and closed easily without crunching your fingers.
The inside of this truck really shines. When driving this truck I had to keep reminding myself that I was in a pickup truck and not a near luxury sedan.
The size of the cabin is great for three adults and their belongings. I found the seats to be nice and large, with thick, comfortable foam and good support. For the contractor crowd the CrewMax’s interior can to function as a mobile office, including a center console bin that will hold hanging file folders.
Behind the wheel, you’re enveloped by a dash that comes out to meet you with big knobs, switches and buttons within easy reach. Dash and door panel forms emphasize function and have deep bins and cupholders.
I liked the rear seat back feature that allows you to fold them down to provide a flat floor storage area. In the CrewMax you can actually recline the rear seat. A 10-inch slide range allows the owner to custom-tailor passenger comfort and room for onboard cargo. There is also plenty of rear-seat legroom for all of your crew. CrewMax models provide additional storage under the rear seat.
Some of the notable features in my test vehicle included: standard dual-zone automatic climate control system; chrome, power-retractable, heated auto-dimming side-view mirrors; leather-trimmed, heated power-adjustable front bucket seats; an overhead console; rear-door privacy glass; and a multi-information center featuring selectable readouts for the clock, outside temperature and fuel economy. An optional navigation system integrates a wide-screen rear backup camera that’s great for lining up the trailer hitch.
While there is a range of V-6 and V-8 choices, the engine to go for is the top-dog aluminum block, 32-valve aluminum alloy head, 5.7-liter DOHC EFI V-8, with Dual VVT-I. It packs plenty of power with 381 horses and 401 pound-feet of peak torque. This engine is backed with a very smooth six-speed automatic.
Now here comes the rough part, EPA puts mileage estimates at 14 mpg in the city and 18 mpg on the highway. I could only coax a combined average of about 16 mpg in city/highway mileage.
While the Tundra is tough the ride is not. Once again the word “luxury” comes to mind. The double A-arm front suspension uses coil-over spring shock units, and a front-mounted steering rack helps enhance steering feel and response. The rear suspension uses staggered shocks mounted outboard of the springs to improve the shocks' dampening efficiency. Spring rates have been tuned to provide a flat vehicle stance when fully loaded, and the trapezoidal shape of the rear frame section provides "toe-out" mounting points for the rear leaf springs, which provides confident towing under a full load.
The Tundra’s fully boxed frame rail design saves weight, but allows more chassis flex than competitive models. I did note that my test vehicle behaved like a much smaller nimble vehicle. It tracked straight and did not exhibit the kind of body roll you might expect when cornering.
As for power the 5.7 liter V-8 model had ample acceleration and there was plenty left for passing. The off the line grunt is good with towing capability up to 10,000 pounds. The test vehicle had 18 x 8-inch aluminum-alloy wheels with wide 275/65R18 tires that were fairly quiet with good road feel.
A great feature on all Tundras, including the CrewMax are the big brakes. My test truck came with four-wheel discs with ABS and use large ventilated rotors: 13.9-inch diameter up front, 13.6-inch in the rear. Electronic Brake-force Distribution (EBD) and Brake Assist (BA) are standard.
Tundra offers a Tow Package that upgrades cooling and electrical systems. Grab your CDL license as properly equipped Tundras can handle more than 10,000 pounds! The 5.7-liter-equipped Tundras with tow packages gain a TOW/HAUL shift mode activated via a dedicated switch.
As for off-roading, every Tundra comes standard with Automatic Limited-slip Differential (A LSD) that provides computer-controlled cross-axle torque management that allows some wheel-spin (necessary for some surfaces). Compared to a conventional mechanical limited slip differential, the A-LSD system provides better acceleration in deep sand or mud and on low or mixed-friction surfaces.
The CrewMax pricing strategy starts at $27,685 for a 2WD 4.7-liter model and tops out at just more than $42,000 for a loaded 4WD limited model like the test vehicle.
Tundra is the new kid on the block and while it has made headway in the NASACR Craftsman Truck series it still has a long way to go (sales) before Ford and Chevy start to get nervous. Gaining a sales foothold was difficult last year with Toyota offering incentives to reach its sales target of 200,000 units. This year Tundra can boast being Motor Trend Magazine’s Truck of The Year.
Thus far this year pickups are taking a hit in sales. So, if you’re planning on buying a full-size pickup this year, it’s turning into a buyers market, and the Tundra is a solid choice.
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