Wow. All I can say is wow. The new Tundra is one big, bold, badass truck. This might be the largest grille in the half-ton class,
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| Photo: Trevor Hofmann, Canadian Auto Press |
with the widest hood scoop too, spanning right across the top of the grille. What’s more, in top-tier Platinum trim the entire rig looks customized, like it’s pulled right off an aftermarket truck show floor. The only chrome bits are the grille slats, door handles, mirror caps and badges, the rest of my test truck a gorgeous glowing Barcelona Red Metallic so nicely finished you’d think it was custom sprayed as well.
Everything about this truck is big. Those chrome door handles are massive and open up to a gorgeous interior. Sure the dash plastic and the edges of the door uppers are still hard, Toyota fans obviously not into that soft-touch stuff that two of the Big 3 are now including in their top trims, but the rest of the door uppers and inserts on this Platinum model are made from a classy tufted leather, as is the passenger-side dash pad and the upper insert of the seats, which is mixed with
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| Photo: Trevor Hofmann, Canadian Auto Press |
a nice supple perforated leather for the lower inserts. There’s soft padded leather around the console-mounted shifter too, while the centre console bin gets a nice comfortable leather lid/armrest, the armrests on the door being a padded rubber. A handy sunglass holder sits amid power moonroof switchgear, all standard in the Platinum model.
If you’re my height, five-foot-eight, or below you’ll need to stretch a bit in order to climb up into the cab, so some sort of a step would be helpful. There’s no proximity sensing remote access or pushbutton ignition, just a cheap looking two-piece key fob. Slot it into the ignition, turn over the engine and the sound that rumbles from the rear will make you forget all that, as will the sophisticated set of primary gauges coming to life directly ahead, flanking a full-colour display citing useful info.
The
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| Photo: Trevor Hofmann, Canadian Auto Press |
leather-rimmed, metallic-trimmed power tilt and telescopic (with memory) steering wheel includes buttons allowing the ability to scan through that display or access the audio system with multiple left thumb flicks, while right side actuation will answer the phone and more. A quick scan to dash central shows a city slicker stack of electronics integrated into a high-end home stereo styled interface that’ll surely impress. The switchgear is excellent, with nicely damped tight fitting buttons and rubber-wrapped knobs, a twin display at centre sporting full-colour seven-inch LCD infotainment above and a narrow LCD system below, the former connecting through to Toyota Apps including navigation in my Platinum trimmed tester, plus 12-speaker AM/FM/CD/MP3/WMA/aux/USB/Bluetooth JBL audio, a backup camera and more, the latter showing its dual-zone automatic HVAC settings and three-way front seat heaters and coolers.
Those
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| Photo: Trevor Hofmann, Canadian Auto Press |
seats are the usual Toyota fabulous, completely comfortable and totally supportive with eight-way driver and four-way passenger power adjustment, plus memory for the former. Likewise for the limousine-like rear bench, which incorporates a large fold-down centre armrest with cupholders for a two-bucket feel when only three or four are aboard. You can flip that seat upwards in a 60/40 split if you need more dry cargo space, not unusual for this class.
There’s nothing unusual about the Tundra’s powertrain either. While some brands are sporting fuel-efficient V6s in base trim, high-torque turbocharged direct-injection six-cylinder powertrain options and now even small displacement torque-rich diesels, Toyota’s half-ton entry remains V8-powered. Lower end trucks come standard with the brand’s DOHC, 32-valve, 4.6-litre i-Force V8 with dual variable valve timing with intelligence (VVT-i) resulting in 310 horsepower and 327
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| Photo: Trevor Hofmann, Canadian Auto Press |
lb-ft of torque, and my top-line 4×4 CrewMax body style getting the same features in a 5.7-litre mill. Other than the horsepower, rated at 381, and torque, maxxing out at 401 lb-ft, and of course that fabulous rumble at idle that I mentioned before and even more intoxicating roar at full throttle, the best thing about this engine is reliability.
That turbocharged direct-injection six-cylinder I mentioned before is having teething problems that are frustrating owners, while the small displacement diesel is an unknown entity being that it’s completely new this year, whereas this 5.7-litre V8, and Toyota’s smaller V8, are known factors that regularly deliver bulletproof reliability day in and day out. I don’t know about you, but when I’m 20 miles into the bush or climbing a snow-strewn mountain road in the middle of winter
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| Photo: Trevor Hofmann, Canadian Auto Press |
I’m not so concerned about eking out slightly better fuel economy, I just want to get where I’m going.
Transport Canada rates the new Tundra at a claimed 14.2 L/100km city, 10.5 highway and 12.5 combined with the 4.6 and 15.8, 11.0 and 13.6 with the 5.7, but that’s only the 4×2 base model. The 4×4 Regular Cab, which can only be had with the 5.7 is rated at 16.3 city, 11.9 highway and 14.3 combined, the 4×4 Double Cab at an estimated 15.2 city, 10.9 highway and 13.3 combined with the base 4.6 or 16.3, 11.9 and 14.3 with the 5.7, the latter the same estimated rating for my 4×4 CrewMax. Of course these numbers aren’t what you’re likely to experience, but rather serve for comparison purposes when online shopping. My real-world combined city/highway number was 16.0, which is a great deal closer to the U.S. EPA metric-converted numbers
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| Photo: Trevor Hofmann, Canadian Auto Press |
of 18.1 city, 13.8 highway, and 15.7 combined.
Where the Tundra comes up shortest is in cargo innovations. Certainly I appreciated the nice rear bumper with its rubberized plastic integrated step, the lower one in the middle especially helpful for my shorter frame, but when the tailgate is lowered these are covered and therefore made useless. Some of the Tundra’s competitors offer options, like an extremely handy folding step that pulls out of top edge of the tailgate when it’s laying flat, along with a handle that pops up, a complicated and fairly pricey system that nevertheless works quite well, while a recently revised truck offers simple little steps integrated into each rear corner bumper. Some pickups also offer kick-down steps hidden under the sides of box to allow easier access to its front portion, while one maker increases covered
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| Photo: Trevor Hofmann, Canadian Auto Press |
cargo carrying capacity by offering lidded bins integrated within each side panel. Sure, some might find these features a bit gimmicky, but live with them for a while and they might disagree.
Out on the road there’s nothing gimmicky about the Tundra. All 401 lb-ft of torque comes on at 3,600 rpm, shooting the big 2,575-kilo (5,677-lb) truck forward with plenty of push, its electronically controlled six-speed automatic gearbox supplying smooth shifts whether using its sequential manual shift mode or leaving it to its own devices. The transmission includes tow/haul mode too, that when engaged allows up to a 4,305-kg (9,490-lb) towing capacity in Platinum trim, and 590 kilograms (1,305 lbs) of payload capacity. I should mention, however, that the Tundra has a max payload capacity of 855 kg (1,895 lbs) in base 4×2 guise and a maximum towing
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| Photo: Trevor Hofmann, Canadian Auto Press |
capacity of 4,760 kilos (10,500 lbs) in the same configuration.
Handling is good for a conventional pickup truck with beefy multi-leaf springs out back, the front suspension setup independent with double wishbones, coil springs and a stabilizer bar for good control over any surface. Steering is powered rack and pinion and the tires are 275/55R20 all-seasons all-round. The brakes are powered discs front and back, ABS-enhanced with brake assist and electronic brake force distribution, while traction and stability control also comes standard. Of course, a full suite of airbags is included, including two for the driver’s and front passenger’s knees.
The
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| Photo: Trevor Hofmann, Canadian Auto Press |
new 2014 Toyota Tundra might not be the most innovative truck when it comes to powertrains, cargo options or bed access, but it’s a great looking, strong performing, safe and ultra-reliable half-ton that comes loaded with features when trimmed out in Platinum grade. Pricing starts from $26,750 plus $1,690 for freight and pre-delivery prep for a 4×2 Regular Cab, to my top-line 4×4 CrewMax Platinum’s MSRP of $53,700.
If you’re looking for an honest, dependable pickup truck with the heart of a lion, Toyota has a Tundra with your name on it.
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