2014 Toyota Tundra
Toyota’s fullsize truck has recently undergone its first major update, and it’s time to see how it fits into the truck landscape that is so defined by the Detroit 3. Outside we get a chiseled new aesthetic asked for by Toyota customers yet seemingly inspired by the Transformer’s Optimus Prime. That’s not necessarily a bad thing, and sure increases the big rig’s intimidation factor. Inside the Tundra is more luxurious appearing, especially in “1794 Edition” trim, such as on the test vehicle. The leather matches that in upper tier Lexi, and many of the plastics are of higher quality. The center console is logical and chock full of good storage places and the infotainment system is on par with competitors. There’s also such nice features as knee airbags, a backup camera with cross-traffic alert, and powered easy-entry/exit for the seat and wheel. Missing in these decadent days are heat for said steering wheel, and some of the materials are still subpar on a $50,000 vehicle.
What didn’t get messed with was the top powertrain choice of a 5.7L V8 and six-speed automatic. While there ain’t none of those there turbos, direct injection, or cylinder deactivation, this big cube motor is still rip snortingly powerful, cranking out 381 horses and 401lb-ft of torque. And the transmission, despite offering two fewer gears than that in the Ram, has the best sequential shift function in the business. 0-60mph still comes up in a competitive 6.4 seconds and real world fuel economy is pretty much what the Ford’s EcoBoost turns out: 15mpg—though it plummets into the 10-11mpg in all-urban use.
Toyota really does need to think about offering a true, all-wheel drive setting to go with the ole’ fashioned part time 4×4 system; this a very useful feature for those of us here in the Rockies, and one Toyota doesn’t yet have on its trucks. The brakes seem up to task however, with large, 13.9 discs in front gripped by four-pot, fixed calipers; feel and modulation are great.
What is improved is the Tundra’s chassis. Ride quality is notably better than the older model’s, steering feel and rate match the body motions, and it handles well enough for such a big machine—though not with the precision of the new GM models nor the coil-sprung Ram. The Toyota is very solid feeling and quiet, and the company is the only one to use actual, SAE tow ratings, not the ones competitors tend to cheat on.
But is that enough to keep it in the hunt with the upcoming aluminum F150, all new Chevy and GMC or Ram’s recently updated half-ton? Not really. What the Tundra does have going for it is excellent resale value and the kind of reputation for top-notch reliability that is still Toyota’s exclusive purview.
EPA ratings: 13/17; 15mpg combined
Price as tested: $49,715
Here is what Toyota has to say about the Tundra.
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