2007-2008 Toyota Tundra: Road Test

Good power and response emanates from the 4.7-liter V8, but the 5.7-liter feels stronger at all speeds and is the obvious choice for heavy-duty hauling and trailering. A Double Cab model with the 5.7 V8 pulled a 10,000-pound test trailer with no inordinate strain. Still, either V8 can seem slightly slow to deliver muscle in highway passing situations. Maximum towing capacity is 10,800 pounds. Fuel economy is big-pickup typical. Test 4WD CrewMax models with the 5.7-liter V8 averaged 15.1 to 16 mpg in mostly highway driving. All engines use regular-grade fuel. Heavyweight construction and long wheelbases tamp down most impacts, adding to ride comfort. However, on rippled, bumpy pavement, 20-inch tires cause annoying jounce that's not evident with 18-inch tires. With an empty bed, the tail is prone to skitter in fast turns on washboard surfaces--an issue with other pickups, too. Tundra disappoints with slow, numb steering feel, lazy reactions, and some noseplow in quick changes of direction. At least, these deficits are minimized with 18-inch tires versus 20s. Both V8s are very smooth, vocal only in full-throttle acceleration. Wind rush is laudably low, but some tire whine occurs on coarse surfaces. Instruments are large and well marked, but some drivers may find portions obscured by the steering-wheel rim. Tow package added a transmission-temperature gauge. Controls are generously sized and logically arrayed--though a few audio controls are just beyond easy reach. The available navigation system is reasonably simple to program and nicely segregated from most other control functions. Interior materials quality disappoints, even for a large pickup--a reflection of Toyota's push for ruggedness. Switchgear has a cut-rate thin-plastic feel. Too many cabin panels ring hollow and are hard to the touch. Front seats are very comfortable, but set relatively high, so headroom is tight beneath the sunroof housing. Generous shoulder room helps compensate, but the bench seat's center position is cramped. All Tundras have a tilt/telescopic steering column. Outward visibility is good. The available rearview camera allows the driver alone to line up a trailer hitch. Ride height is little different between 2WD and 4WD models, and it's steep enough so entry/exit is a chore. Double Cab and CrewMax rear doors open very wide, but entry/exit is still a tall climb. Both have supportive, comfortable backseats. The CrewMax's rear seat slides fore/aft 10 inches to expand either passenger or storage space, and it has a reclining seatback. Rear headroom is good, but legroom that's expansive in a CrewMax shrinks to adequate in Double Cabs. Cabin storage is a highlight, with a double-tier glovebox and large door map pockets with room for 22-ounce bottles. In bucket-seat models, the center console holds a laptop computer or hanging files. Rear seatbacks fold in one motion to create sturdy parcel platforms. The tailgate locks and has handy counterbalance assist for low-effort opening and closing.

Value for the Money
Toyota said the launch of the redesigned 2007 Tundra was the most important in the company's 50-year U.S. history, intended to double the truck's annual sales. Competing seriously against the domestic brands meant expanding Tundra's appeal beyond the personal-use buyer, to those who need a real pickup for real work. This Tundra has the size, power, and model range to interest that crowd, but not the knockout punch to compel large numbers of GM, Ford, or Dodge loyalists to switch brands. Tundra trails GM and Ford for handling, interior materials, and overall refinement, but beats them in power and passenger accommodations.