The layout of the new Tundra's interior (the upscale Crew Max version is shown here) is as basically intuitive and user-friendly as the previous model's, though the stereo/Nav controls on this unit are a bit far for the driver to reach. We like the 4WD actuation dial, smack in the middle of the dash, as well as the preferred-by-us floor-mounted manumatic tranny shifter and notched gates.
Naturally, we had to testdrive the fullest of the fullsizes, so we hopped into a Crew Max 4x4 equipped with the 5.7L, six-speed, and optional Tow Package, which gives you full trailer wiring and brake-controller pre-wiring under the dash; a seven-pin rear connector; stiffer (i.e., load leveling) rear spring rates; a higher-capacity alternator; a bigger transmission cooler; a transmission-temp gauge on the instrument panel (which oughta be standard, if you ask us); and a pushbutton Tow/Haul mode that recalibrates throttle, shift, and braking algorithms when the vehicle is under load. To make things really fun, we hitched up a twin-axle trailer loaded with cinder blocks and moseyed on over to a local truck scale: 9,200 pounds, we were informed upon weigh-in (the trailer, not us), after which we hit the highway for a 100-mile meander over the blue highways of Kentucky thoroughbred country.
Even under load, the Tundra was a pleasure to drive. The big V-8 never felt taxed or overworked throughout the powerband, and while kickdown could be a tad abrupt on long grades, the Tundra was happy to turn a smooth, quiet 2,000 rpm at 70mph cruise. Road feel was sure-footed throughout our drive, with the front end solidly planted, and steering feel firmly weighted, despite some 900 pounds resting on the tongue. We definitely appreciated the big front discs when we needed to slow down; the massive binders seemed perfectly proportioned, neither particularly grabby nor prone to excess fade when stopping from freeway speeds with 4 1/2 tons in tow. And although we didn't need them for our particular load, 5th-wheel haulers will appreciate the Tundra's telescoping oversized side mirrors as well.
After our tow test, we grabbed the wheel of another Crew Max, this one unladen (or so we thought), to see how the 5.7L would perform on its own. We had no stopwatches on hand, but our count-out-loud guesstimate was a zero-to-60 acceleration time in slightly over seven seconds. In a 5,800-pound pickup truck? But wait: To top it off, once we'd finished our impromptu dragging, we exited the truck to discover 1,000 pounds of sheetrock neatly stacked in the bed. Who knew?
We didn't get to do any tough 'wheeling with the Tundra-while Toyota had constructed a mud course for us, recent heavy rains had rendered it impassable-but we did get the time for some pleasant slow-speed driving on a nearby ranch's rutted and rocky access roads, where the Tundra's coil suspension and 10.2 inches of ground clearance showed their trail-compliance, and our tester's optional BFG Rugged Trail T/As did their usual exemplary job of providing a good compromise between aggressive trail traction and quiet road manners.
Well, we know it can tow, and we know it can go reeeeeally fast ... but how hard can you 'wheel it? We'll find out as soon as we can get our hands on one for some in-depth trail testing. For now, though, we're content to call the new Tundra a milestone in fullsize pickup truck design, and it is without doubt the big-truck breakthrough that Toyotaphiles have been waiting for since the '93 launch of the T100. We'll take one 'wheeling in an upcoming issue.
Vehicle/model: 2007 Toyota Tundra
Base price (4x4 models): N/A
Engine(s): 4.0L V-6/4.7L V-8/5.7L V-8
Max hp & torque (lb-ft): 236 & 266/271 & 313/381 & 401
Transmission(s): A750E five-speed auto/AB60E six-speed auto (5.7 only)
Transfer case: JF1A part-time two-speed
Low-range ratio: 2.62:1
Frame type: Steel ladder
Suspension, f/r: IFS, double wishbones, coil springs/Live axle, leaf springs
Axles, f/r: S22NF 8.7-inch/B26 10.5-inch
Axle ratio: 3.90:1-4.30:1
Max crawl ratio: 37.49:1 (with six-speed and Tow Pkg.)
Steering: Power rack-and-pinion
Brakes, f/r: 13.9-inch vented discs/13.6-inch vented discs
Wheels:18x8.0 steel or alloy
Tires (tested): P265/65R18 BFG Rugged Trail T/A
Wheelbase (in): 126.8-145.7
Length (in):209.8-228.7
Height (in): 75.8-76.4
Base curb weight (lb): 4,610-5,630
Approach/departure angles (deg.): 29/25 (4x4 DoubleCab)
Minimum ground clearance (in): 10.2-10.8
GVWR (lb): 6,200-7,200
Bed dimensions, l/w/h (in): 78.7/66.4/22.2 (standard bed)
Max towing capacity (lb): 10,100-10,800
EPA mileage figures, city/hwy (mpg): N/A
Fuel capacity (gal): 26.4