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| Photo: Trevor Hofmann, Canadian Auto Press |
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 |
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.
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| Photo: Trevor Hofmann, Canadian Auto Press |
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| Photo: Trevor Hofmann, Canadian Auto Press |
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 |
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 |
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 |
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 |
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 |
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.
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| Photo: Trevor Hofmann, Canadian Auto Press |
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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