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Toyota has moved the centre stack of the dash 66 mm forward to make it easier for the driver to operate controls while driving.
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A bold fascia gets the addition of a intake vent to up the testosterone levels of the new Tundra.
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Like many trucks, off-road performance suffers from a long wheelbase and overhangs.
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Despite unfavourable fuel efficiency, the 5.7L V-8 is one of the most athletic engines available.
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This Platinum Edition spoils occupants with quilted leather and all of Toyota’s modern conveniences.
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The stamped Tundra logo in the tailgate is a very cool touch that pays homage to Toyota Pickups of the past.
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Words and photos by Budd Stanley
I distinctly remember the Chicago International Auto Show last year, where I first met the next generation Toyota Tundra. It was exciting, and the bold new look was a much-needed departure from the tired old design that had been languishing around for a little too long. The only worry arose when the Toyota rep moved his presentation from styling and engineering, to the drivetrain. In essence, all that was said, was that the 4.6L and 5.7L V-8’s have proved reliable and will continue to power the next generation. When truck makers are fighting hand and tooth to gain every little 0.1L/100km, it was enough for my right eyebrow to rise in uncertainty.
Despite this raised eyebrow, I was quite eager to get into the new Tundra to see just how the changes felt. During unveils at auto shows, it’s very much a look but don’t touch… or at least don’t drive, situation. I could crawl through the interior, look over the rear bed and peer into the engine compartment, but until you get behind the wheel, you really just don’t know if all the designers and engineers hard work was successful or not.
I’ve finally had the chance to jump behind the wheel, and I can now honestly say that the Toyota crew got it right. The build quality of the interior and exterior is second to none in the highly competitive full-size truck segment. Others may use some nicer materials and have fancier gizmos in their infotainment systems, but the Tundra feels exceptional, it rides as though the whole vehicle has been honed out of a billet of metal.
That may sound cheesy, but when doors shut as beautifully as they do on the Tundra, you recognize the kind of build quality Toyota is known for. The seats are extremely comfortable and command an ideal driving position. Even the steering wheel feels like that of a sports car, its tightness and feel of the road is unmatched by any truck I think I’ve ever driven. In this Crewmax Platinum Edition, I was spoiled with Toyota’s entire options list of gadgets and comforts such as stitched leather appointed seats and door trim. Being such a large vehicle there is obviously a massive amount of interior space for both front and rear passengers, although little details like additional USB outlets and power sources are not as plentiful as the domestic competition.
When it comes to the styling of the Tundra, Toyota has a bit of a personality complex, a little man syndrome if you will. Toyota did a market research survey during the design phase and found that the majority of people thought the Tundra looked smaller than its domestic competition, despite being the largest of the bunch. The Tundra employs the long lasting American tradition of, “don’t ever let the other guy think your weak for even a fraction of a second.” The result is overly masculine lines in the front fascia, coupled with a big bold front grille that incorporates a top ram vent, added simply for the sake of looking meaner. And it seems to have done the job, people here in “bigger is better” British Columbia seem to love it. Despite Toyota obviously trying a little too hard for my taste, I have to admit, I like most of the new look as well, especially the embossed logo in the rear tailgate. That tugs at my heartstrings with memories of my old 1986 Toyota Pickup.
However I must touch on that little issue that had my eyebrow raised back in Chicago, the lack of any drivetrain advancement. There is no market in North America as hot and competitive as the full-size truck market. Currently, a massive war is raging as to who can offer the most futuristic technology and the absolute best fuel efficiency. Fuel efficiency has easily been the hottest button pushing manufacturers forward to the point that full-size trucks are equally as efficient as mid-size cars. The technology driving this revolution is found in advanced drivetrains, smaller turbocharged V-6’s, and ultra efficient turbo diesels sporting eight (and even nine) speed transmissions, stretching every kilometre out of precious petrol.
The problem is that even with a complete redesign, Toyota has failed to improve upon a now aging drivetrain, they don’t even offer a V-6, only the 4.6L V-8 and 5.7L V-8. Now there are two sides to this coin. The proven Toyota units are bullet proof while untested new technology is always going to have teething problems. But when I’m getting 16.1L/100km in town and 13.0L/100km on the highway, it’s almost worth taking the chance with the domestics. The good news, Toyota is on it. They have become quite good friends with a certain engine builder called Cummins, who will soon be supplying Toyota with a powerful yet extremely efficient 5.0L turbo diesel V-8.
Back to the current Tundra, this may have been a Platinum Edition, however, that didn’t stop me from taking a quick jaunt up into the local mountains to see how the big girl handles the tough terrain. Toyota has fine-tuned the shock valving, vastly improving the ride quality over harsh surfaces and washboard; unfortunately, the Tundra does not have Toyota’s formidable Crawl and Terrain Control as an option.
However, lumbering into the backcountry was not an issue for the 4WD system. My only issues arose when I came across an obstacle that would challenge the Tundra’s rather long wheelbase, so in the name of the side rail steps, I kept the wheeling to a more mild flavour. Like most full-size trucks, crawling up on obstacles was not an issue for the front, however a long rear overhang did have the trailer hitch digging in at times. Its size and the lack of the off-road controls was a bit of a handicap when getting the Tundra balanced on two wheels. But remember, this is the Platinum Edition; a TRD Off-Road Edition will give the added benefit of all-terrain tires and Bilstein shocks.
The Tundra’s strong point is its on-road handling. Traditionally, big tires and body on frame construction hamper communication between the vehicle and driver, yet the steering is almost playfully sharp and direct. I may have ragged on earlier about the efficiency of the 5.7L V-8, however when you need to get the big Tundra moving, the engine is as equally athletic as the steering, effortlessly moving the Tundra off the line. While other trucks make a lot of noise but move off the line sluggishly, the Tundra’s bite is as ferocious as its bark.
I enjoyed my time in the Tundra. With all the hype, showmanship and exposure given to the domestic competition, I must admit that I may have underestimated just how good the Tundra really is. In a room full of boisterous, ”look at me” egos, the Tundra is the “silent with confidence” guy in the corner that does what he says and won’t let you down. My only real issue with the Tundra was its fuel efficiency, and I’m happy to say that there are exciting movements afoot to quell what little complaints I may have.
SPECIFICATIONS:
MSRP: $53,700
Price as tested: $55, 245
Engine: 5.7L V-8
Power: 381 hp, 401 lb-ft
Transmission: 6-speed automatic
Curb Weight kg (lb): 2,575 (5,677)
Wheelbase mm (in): 3,700 (145.7)
Ground Clearance mm (in): 265 (10.4)
Approach Angle Deg: 26
Departure Angle Deg: 16
Ramp Breakover Angle: NA
Wading Depth mm (in): NA
Tow Capacity kg (lb): 4,305 (9,490) SAE J2807 compliant
Fuel Efficiency (L/100km): City: 16.3, Hwy: 11.9, Comb: 14.3