Dirt, trucks, and backcountry exploration-it’s not only what we enjoy, but the core of our annual week-long wheel-fest that is Pickup Truck of the Year. Pickup Truck of the Year (PTOTY) isn’t about which truck can do one thing the best, but rather, what model is the top all-around contender. We don’t haul trailers or excessive amounts of cargo, but we do rake in over 1,000 miles of on- and off-road driving conditions. To participate in the late-model truck showdown, the pickup has to be all-new or significantly revised from the previous model year, have a two-speed transfer case, a production run of at least 1,500 vehicles available in the U.S., and be on sale by January 15, 2014.
Over the course of the week, we cover an immense variety of terrain and specific challenges to uncover the trucks strengths and weaknesses. Each truck is then scored based on how it performs in a series of categories. Since we are an off-road-based magazine, the wheeling portion of our judging carries the most weight. The total points breakdown is as follows: Trail Performance 30%, Empirical 25% (price, payload, mpg, ground clearance, etc.), On Pavement 20%, Interior 15%, and Exterior 10%. We test each vehicle just as the manufacturer offers it—this means no modifications are done to things such as tire pressure, low-hanging bumpers, or the easy-to-kill steps.
This year’s participants included a Chevy Silverado 1500 Crew Cab Z-71, Ram 2500 Outdoorsman Crew Cab, and Toyota Tundra SR5 CrewMax. Other eligible vehicles/companies included the Ford F-150, Ram 1500 EcoDiesel, Ram Power Wagon, Ram 3500, and GMC 1500. The aforementioned companies were invited to participate, but had to decline for various reasons. Our testing arena is sunny Southern California. Why? Because SoCal has mountains, desert, rocks, sand, and endless roads—ranging from fast and windy to smog-soaked and traffic-filled. If there is one state where you can get your fill of a truck’s overall performance and quality, California is it.
We start off our test by taking a closer look at items that are not so easy to see. We’re talking about transfer case skids, suspension geometry, and undercarriage layouts. For this, we racked the trucks on a series of vehicle lifts at Mel Wade’s premier 4x4 shop, Off Road Evolution, located in Fullerton, California. Once we view what’s hiding beneath, we twist the trucks on a 30-degreee ramp to gather ramp travel index scores. After the preliminary testing, we set out to the outreaches of the Southern California desert, where we spend the remainder of the week hitting trails and twisty backroads.
This year’s competition was as close as it gets and full of surprises. So, sit tight, hold on, and read closely as we break down our top three contenders—and crown one pickup that just edged out the competition.
3rd Place: Ram 2500 Outdoorsman Crew Cab
If there is one brand that isn’t afraid of change and pushing the limits, it’s Ram. The brand’s new 2500 is a shining example of how Ram is looking to break outside of the norm in the ¾-ton truck market. While there are a host of new options and features for the 2500, the two most notable and exciting are the optional best-in-class 410hp 6.4L Hemi engine and exclusive five-link coil-sprung rear suspension. For our test, we got the keys to a well-equipped Outdoorsman Crew Cab.
Optioned with dual alternators (220- and 160-amp), Fifth Wheel/Gooseneck Towing package, and 275/70R18 all-terrain tires, our Ram tester was ready to be put to work. As the only ¾-ton (and one of only two other pickups in the U.S. still being offered with a solid front axle), the Ram carried a strong advantage in some arenas, but a slight disadvantage in others. With a payload capacity of 3,170 pounds and max towing capacity of 12,500 pounds, the Ram could easily out-haul the others in the group. Ultimately though, that wasn’t enough to allow this sheep to count its way to the top.
We’re pretty sure brown is the new black, as earth tones seem to be taking over interiors across the board. Most of the judges liked the combination of colors and materials and found the cloth seats comfy with plenty of adjustment. Fit-and-finish was also on-point for a truck of this caliber and price point. In terms of storage, our tester had an exorbitant amount of nooks, bins, and compartments to keep gear from being scattered about. The customizable gauge cluster and 8.4-inch Uconnect touchscreen took a little getting used to, but the options and information that you need/want to know is all there. All of the trucks in our test had steering wheels that could keep even the most tech-savvy teen’s thumbs busy, but the Ram’s was very easy to use and navigate.
When you look at the Ram, there is no question that it is a serious-looking truck. A quick glance at the massive front and rear solid axles assures you that this truck is built with work in mind. Open front towhooks were a nice addition and allow for quick and easy recovery. The tall stance kept the body void of any damage over our week of wheeling, but the big step-in height had some of the judges wishing for a set of step rails. The tall bed also got us thinking that unloading heavy items could be tricky at times. The optional Tri-Fold Tonneau cover and spray-in bedliner made the Ram’s bed the go-to storage bin and gear-hauler for the week.
When the 2500 models swapped over to the new radius arm front suspension (Ram calls it a three-link), the goal was to reduce body roll and increase roll stiffness—we can tell you firsthand, it works perfectly at just that. High-and-low speed handling always felt tight and under control, even in heavy cornering. Despite the fact that the recirculating ball-type steering felt a bit heavy and slow at times, the platform felt solid and easy to navigate. The other radical suspension change came to the rear via a five-link with coils.
"Truck feels solid and like it’s up for any task."
Part of the rear suspension change was to help the ¾-ton platform have a more refined ride when unloaded. Some of the judges were torn about whether the coil-sprung rear was a tremendous ride-quality improvement over other ¾-ton trucks, but we all agreed that it was definitely a betterment overall. While we are fans of keeping our work trucks simple, there’s a good chance that the ride quality improvements of those 2500s equipped with the optional air bags (instead of coils) could achieve the best ride quality.
What’s hot: Massive stance, solid axles, coil-sprung five-link rear, great on-road handling, fit-and-finish
What’s not: Axle hop, lackluster power, heavy steering, weak limited-slip rear differential
Our take: Cutting edge, heavy-duty truck
If there was one on-road aspect all judges could easily agree on, it was the underwhelming power from the 6.4L Hemi. With a rating of 410hp and 429 lb-ft of torque, we all felt like there should have been a better power-on-tap feel. Instead, the truck constantly downshifted to provide extra gearing to compensate for the power that just wasn’t there. An eight-speed transmission might be a good answer to the underwhelming power problem, or you could always opt for the torque-rich Cummins diesel option if your funds allow.
Resting on coils front and rear, with solid axles, and a limited-slip rear differential, the Ram sounds like the ultimate ¾-ton wheeler. In fact, one of our Midwest judges dubbed it the ultimate farm truck. With all of the technology that has gone into making the truck ride and handle exceptionally well on-road, the off-road portion of the truck’s performance suffered a bit. For starters, the tight and well-tuned tow-ready suspension didn’t provide the articulation and wheel travel that we were hoping for. Couple this with a none-to-impressive rear limited-slip differential, and the truck often struggled over twisty low-speed sections of trail.
Since we test the rigs as the manufacturers provide them, we were stuck with the Ram’s suggested psi in each of the tires. Riding with close to 80 psi in the rear tires of this ¾-ton over rocky and rough desert backroads was unpleasant at times, to say the least. Watching the truck in the sand was downright depressing as axle hop was awful and jarring. This roughness ultimately led to low scores and hampered the performance of the otherwise very capable 2500. Can the Ram hold its own off-road? Yes, but it’s clear that the big pickup is more work tool than play toy in its stock form.
We will be the first to admit that we had to do a double/triple take of the numbers when we got through tallying the scores and found that the only solid axle ¾-ton in the competition came in last. Where the Ram 2500 is all business, the Chevy and Toyota have a touch more agility and refinement overall. As a group of guys that enjoy wheeling and modifying trucks, this was definitely our top pick for a builder platform. There is no question that this Ram has all the right stuff to make it the a top-tier work and play platform, it just needs a little more fine tuning before we can give it top prize.
“It’s great to see Ram taking chances. The payoff seems worth the risk so far.”
“Looks like a tough truck, not a frilly thing about it.”
“Best builder platform we’ve seen, aftermarket, take note.”
2nd Place: Toyota Tundra SR5 CrewMax
Since bringing you the first look at the new Tundra in the January ’14 issue, we’ve been eager to put the new Toy through our testing procedure. The ’14 models host not only a fresh styling, but new calibrations and plenty of interior and exterior refinement. Our 5.7L-powered SR5 CrewMax tester was equipped with the TRD off-road package, giving the truck extra undercarriage protection, 32-inch-tall all-terrain tires, and desert-tuned Bilstein shocks. Boasting the fastest 0-60 and quarter-mile times of the three, the Tundra not only had speed in its corner, but the lowest sticker-price of the bunch.
Spacious and spartan, that’s the Tundra’s interior in a nutshell. While a high-end 1794 Edition is available for those looking for leather-wrapped appointments and more flare, our SR5 tester had cloth seats and lots of plastic. We don’t mind a basic interior package, but the knobs and controls appeared not only dated, but slightly cartoonish in size. Where the Chevy takes you a few minutes to become acclimated to the overflow of technology, the Tundra is a quick read.
Of the three trucks in our test, the Tundra was the only one with a roll-down rear window. Combine this open-air feature with the already massive CrewMax cab and the fullsize Toy felt extremely open and spacious no matter what seat you were in. It’s important to note that this was a pre-production truck that Toyota was generous enough to deliver to us in time for our test. This meant some of the finishes and small details were not production quality. With that being said, we hope the odd-fitting Prodigy trailer brake controller finds a new home and a sleeker mount. Overall, the inside of the Tundra is roomy and basic, which might be perfect for some, but seems a little out of touch when compared to the rest of the ½-ton market.
It may be hard to detect from the photos, but the Tundra has an excellent stance and ground clearance. Off-road, we rarely scraped or got hung on obstacles. The plastic running boards ended our week of testing broken, but still mounted firmly in place. We are fans of the wheels and overall look of the more squared-off appearance. Towhooks upfront were closed loop and a tad low for our taste, but we were happy to have something to hook to.
The tow mirrors received mixed reviews from camp as well. The split-mirror design looked great, but was not easy to use. If you’re not hauling large-and-wide trailers frequently, the basic paddle mirrors might be a better choice. Subtle styling cues, such as the rear bumper that flows into the bedside, were well done and add to the overall modern aesthetic of the truck. Aside from the grill being a touch busy, the Tundra carries a cleaner outwards appearance, which we are definitely fans of.
Nabbing the fastest quarter-mile time of the trucks, the Toyota was no slouch on the highway. The 5.7L engine did a fine job of propelling the pickup through the mountains and city streets. With such a strong go, we wish the truck had equal whoa! The brake pedal provided little confidence and felt overly soft. Communication between the transmission and engine wasn’t always as smooth as we would have liked, as hard-shifting was commonly felt both on- and off-road. Most judges also noted that the steering response was rather slow and didn’t provide much feedback when cornering. Where the Chevy and Ram felt tight and responsive, the Toyota often felt large and loose by comparison.
Spending time off-road in the Tundra is an absolute blast. Once you turn off all of the overly invasive electronic nanny controls, the Toyota loves to shred the dirt. Over desert two-tracks, sandy roads, and washes, the Tundra’s suspension was absolutely impressive. The shock valving felt dialed, the suspension travel more than ample and handling was never uncontrolled. Going fast off-road fits the Tundra well. And while the 37.8:1 crawl ratio proved very effective, the lack of traction aids hurt the truck in the rocky and twisty portions of our test.
"With a rear locker, it would be even better."
Unlike the Tacoma, the TRD package on the Tundra does not include a selectable rear locker. This leaves you to rely on the brake-assisted traction control to aid you from spinning in your tracks. Yes, the A-TRAC system is effective, but not graceful or something you would want to use with any regularity. One item that helped the Toyota’s performance in the dirt was the Michelin LTX A/T2 tires that were designed specifically for the Tundra. If you spend the majority of your time off-road, then the Tundra makes a strong case to be in your driveway next.
What’s hot: Great tires, excellent suspension, usable power
What’s not: Lack of rear locker, dated interior, weak-feeling brake pedal
Our take: Very capable ½-ton that loves to play in the dirt.
The Tundra has the speed on the pavement and the suspension to ride you in comfort in the dirt. Sure, the SR5 interior is a little lackluster, but upgrading the trim package is only a matter of checking a box on an order form. Skidplates, great shocks, and nice tires all help the cause, but the traction-control nannies will annoy any veteran wheeler that doesn’t want the truck to drive for them. Give us a rear locker and a little more on-road refinement, and we’d be hard-pressed to find much at fault with the big Toy.
“Feels like there is the ghost of Ivan Stewart’s Baja-winning history in the suspension.”
“Really comes to life with ESC off.”
“Extremely spacious, but a little basic inside.”
“With a rear locker, it would be even better.”
1st Place: Chevy Silverado 1500 LTZ Z71 Crew Cab
With revisions to the suspension, sheetmetal, and interior, calling the Chevy Silverado 1500 all-new is well fitting. For our test, we grabbed the keys to a 355hp 5.3L-powered ½-ton Crew Cab that was outfitted with a LTZ trim level and Z71 off-road package. We would have liked to have tested the new 6.2L V-8 version, but one was not available at the time of our test. While we had a feeling that the low-riding Silverado may take a beating off-road, the modern ½-ton went on to surprise us all.
Open the door of the LTZ-trim Silverado and you will find a modern and quality cabin that’s packed full of creature comforts. Aside from the oddly placed and sized four-wheel drive and trailer brake controller knobs, Chevy did a great job with the overall layout and appointments. The leather front buckets had an insane range of adjustment, and the ever-fancy heat and cooling feature. The MyLink touchscreen takes a little getting used to, but the dash was very easy to read at a glance.
We were digging that you could flip-up the rear seats to have a flat floor, but the fixed seating position isn’t a place where we would want to be stuck for a long road trip. Storage compartments were above average, but not as immense as some others. Everything looked and felt nice on the inside of the truck, and with an as-tested price of $50,475, we think it should.
"With the traction control off, it was an absolute blast to drive off-road."
If there is one major complaint we have with modern pickups, is that they all seem to get lower and lower as the years move on. This is largely due to aerodynamics and the increased pressure placed on manufacturers to up fuel economy numbers. The Chevy’s low-hanging valance and side steps didn’t win over any of the judges. As far as the new face of the brand, most of us were on the fence as to whether the squared-off look was an attempt at a cool throwback design or just a styling effort to be different for different sake.
The rear of the Chevy was a homerun in many respects. The integrated step in the back bumper is a great and usable idea. The LED under-rail lighting and tie-down points also make viewing and attaching items in the bed even easier. We would opt for a bedliner as the two rear bed floor seams would likely be gouged after dragging heavy parts around. Rims are subjective, but we would rather go with a smaller diameter versus the optional 20s that were fitted on our tester. Clean, crisp, and modern the Chevy is, but we still can’t get behind the low overall stance.
Smooth. That was the word repeated nearly every time a judge left the driver’s seat of the Chevy. Despite the supple suspension, the truck never felt loose or floaty. Cornering was made easy with a very responsive steering system and the brakes provided incredible stopping power. In fact, the truck stopped in an impressive 125.1 feet in the 60-0 mph braking test, a full 15 feet. better than Ram, and nearly 4 feet better than Toyota. Another aspect most judges noted was the quietness of the cab.
Southern California has mix of roads that range from horrible to amazing. It was hard to tell the difference inside of the Chevy. Every aspect of Chevy on-road felt refined, powerful, and under control. Visibility was also excellent, and the Chevy felt nimble for a fullsize truck. The Silverado also netted the best mpg of the bunch with a combined average of 14.27—not bad considering the amount of dirt we were churning over the course of the week. One odd safety feature worth mentioning is the lane/parking assist feature. Not only does the Silverado give you a tone to alert you when you are edging near an obstruction or out of your lane, but it vibrates the bottom of your seat. We assure you, a vibrating bottom is very effective at grabbing your attention!
What’s hot: Sleek interior, smooth ride, dynamic handling, power, and brakes
What’s not: Low stance, unreliable rear locker
Our take: 2014 Pickup Truck of the Year
We fully expected the front valance to self-clearance over the course of our test, and by the end of the week, it was a mangled mess. But what we didn’t expect was how well the Chevy would perform in the dirt. For starters, the truck has power that is easy to put down to the ground. With limited electronic interference, pushing the truck sideways and to its limits in the dirt was very easy (and fun). The rear Gov-Lok was a tad unpredictable and not nearly as effective as we would like it to be, but still helped drum up traction in many off-road scenarios.
Twisting through the trails, you had to be cautious due to the low stance, but there were few times (if any) where anything vital underneath was in danger. We don’t expect most people to take their new ½-ton rockcrawling, and that’s really the only spot the Chevy struggled. For as good as the Tundra was in the dirt, the Chevy was just a little better. Where the Toyota would blast through the dirt with rattles and shakes, the Chevy did it with grace and composure. A nose lift and side step subtraction could make all the difference in this platform. Maybe future Z71 trucks could get a bit of a boost, and even dare we say, a selectable rear locker!
In what was one of the closest Pickup Truck of the Year scores in recent memory, the ½-ton Bowtie just edged out the other two. The fit-and-finish on the Silverado is absolutely top notch. Add in great handling, power, and a sense of nimbleness and control you don’t often get with a pickup, and it’s easy to see how the Silverado edged out the competition.
“Sits way too low.”
“Great off-the-line power.”
“Looks as though it’s shaped like the box that the old Silverado came in.”
“Surprisingly fun to drive.”
“Best road-trip pickup of the bunch.”
Specifications As Tested
|Vehicle/model||Ram 2500 Outdoorsman Crew Cab 4x4||Chevy Silverado 1500 Crew Cab LTZ Z71 4WD||Toyota Tundra SR5 CrewMax|
|Price as tested (see sidebar for details)||$49,845||$50,475||$41,175|
|Type||V-8, 16-valve, variable-valve timing, push rod operated overhead valves, eight deactivating and eight hydraulic lifters w/roller followers, deep-skirt cast-iron block, 356 aluminum cylinder heads w/hemispherical combustion chambers||V-8, overhead valve, two valves per cylinder, variable-valve timing, cast-aluminum head & block||V-8, DOHC, 32-valve, aluminum block, aluminum head w/Dual VVT-i|
|Bore x stroke (in)||4.09 x 3.72||3.78 x 3.62||3.70 x 4.02|
|Compression ratio (:1)||10.0||11.0||10.2|
|Intake/FI||Naturally aspirated/sequential, multiport, electronic, returnless||Naturally aspirated/direct injection w/Active Fuel Management||Naturally aspirated/electronic|
|Mfg.’s power rating @ rpm (hp)||410 @ 5,600||355 @ 5,600||381 @ 5,600|
|Mfg.’s torque rating @ rpm (lb-ft)||429 @ 4,000||383 @ 4,100||401 @ 3,600|
|Mfg.’s suggested fuel type||Regular unleaded||Regular unleaded or E85||87-octane or higher, E85 capable|
|Transmission||66RFE 6-spd automatic||Hydra-Matic 6L80 6-spd automatic||6-spd automatic|
|Ratios (:1)||1st 3.23, 2nd 1.84, 3rd 1.41, 4th 1.00, 5th 0.82, 6th 0.63, Reverse 4.44||1st 4.03, 2nd 2.36, 3rd 1.53, 4th 1.15, 5th 0.85, 6th 0.67, Reverse 3.06||1st 3.33, 2nd 1.96, 3rd 1.35, 4th 1.00, 5th 0.72, 6th 0.58, Reverse 3.06|
|Axle ratio (:1)||3.73||3.42||4.30|
|Transfer case (:1)||Borg Warner 44-46 part-time, 2-spd, electric-shift||NV246 part-time, 2-spd w/AutoTrac||BorgWarner 2-spd|
|Low-range ratio (:1)||2.64||2.72||2.64|
|Crawl ratio (:1)||31.8||37.5||37.8|
|Frame||Steel ladder-type||Fully-boxed, hydroformed high-strength steel||High-strength steel|
|Body||Steel, double-wall steel pickup box||Steel||Steel|
|Front||Three-link radius arm w/track bar, coil springs, stabilizer bar/AAM 9.25-in w/center disconnect||Independent coil-over-shock, Rancho monotube shocks/8.25-in||Independent, high-mounted double-wishbone w/stabilizer bar and low-pressure Bilstein nitrogen gas shocks/8.7-in|
|Rear||Five-link w/track bar, coil springs, stabilizer bar/AAM 11.5-in w/Anti-Spin differential||Semi-elliptic, variable-rate, two-stage multileaf springs, splayed, Rancho monotube shocks/9.5-in w/Auto Locking Differential||Trapezoid multi-leaf springs, inboard-mounted low-pressure Bilstein nitrogen gas shocks/10.5-in w/auto LSD|
|Type||Power recirculating ball w/damper||Electric power-assisted rack-and-pinion||Power rack-and-pinion w/fluid cooler|
|Front||14.17 x 1.54-in disc, twin-piston pin-slider caliper||13 x 1.18-in vented disc||13.9 x 1.26-in vented disc, four-piston caliper|
|Rear||14.09 x 1.34-in disc, twin-piston pin-slider caliper||13.6 x 0.79-in vented disc||13.6 x 0.71-in vented disc, two-piston caliper|
|Wheels (in)||18 x 8 polished forged aluminum||20 x 9 polished aluminum||18 x 8 cast-aluminum alloy|
|Tires||LT275/70R18E Firestone Transforce AT||P275/55R20 Goodyear Wrangler SR-A||P275/65R18 Michelin LTX A/T2|
|Overall length (in)||237.4||230||228.9|
|Overall width (in)||79.1||80||79.9|
|Track f/r (in)||68.3/68.2||68.7/67.6||67.9/67.9|
|Minimum ground clearance (in)||7.4||8.9||10.6|
|Turning diameter, curb-to-curb (ft)||43.9||47.2||44|
|Approach/departure angles (deg)||21.8/22.3||17.9/23.3||26/22|
|Breakover angle (deg)||18.2||19||19.1|
|Maximum towing capacity (lb)||12,500||9,600||9,000|
|Fuel capacity (gal)||31||26||26.4|
|0-60 mph (sec)||9.4||8.1||7.5|
|Quarter-mile (sec @ mph)||17.1 @ 84.9||16.3 @ 86.6||15.8 @ 90|
|Braking 60-0 mph (ft)||140.3||125.1||129|
|Ramp Travel Index (30-degree, in/pts)||379||508||549|
John Cappa, Editor
I appreciated the off-road capability of the Toyota Tundra, but it’s a machete-like tool. The Chevrolet Silverado is far more civilized, quiet and solid-feeling, however it suffers severely from ground clearance issues up front. The ’14 Ram 2500 with the coil-link rear suspension has to be one of the most significant ¾-ton trucks in over a decade. The Ram’s great ground clearance, well-thought-out interior, and overall performance make it the top pick for my driveway. I would love it even more if I could get it with a limited slip that actually works, or better yet, a rear-only locker.
Ken Brubaker, Senior Editor
Ram 2500. I dig the ride and articulation of the new coil-spring rear suspension, and I like that this setup offers impressive payload and towing capabilities. I use my 4x4 mostly for work around the farm, so I’m down with the dual alternator option and the fact that the truck has the Fifth Wheel/Gooseneck Towing Prep Group. When it comes time to plow through snow or crawl around the “Back 40,” the good ground clearance would come in handy. I also like the rugged solid front axle. From a visual perspective, the truck looks pretty darn good. Oh, and I like that it has clearance lamps. All trucks should have clearance lamps.
Ali Mansour, Technical Editor
I like almost everything about the Ram, except the 6.4L Hemi engine. The Ram would be easy to build, which draws me in even more. Despite how well the Tundra rides off-road, it’s visually flat to me and has terrible-feeling brakes. The Chevy surprised me the most and did everything better than expected. Yes, it sits way too low in the front, but that can be easily adjusted via aftermarket parts. If I had to pick one, it would be the Chevy.
Options As Tested
Ram 2500 Outdoorsman Crew Cab 4x4
Customer Preferred Package 22T ($2,695), Comfort Group ($395), 5th Wheel/Gooseneck Towing Prep Group ($400), Tri-Fold Tonneau Cover ($500), 6.4L V-8 Hemi MDS Engine ($1,495), Rear Window Defroster ($150), Power Heated T-Tow Mirrors w/Puddle & Signal Lamps ($180), Clearance Lamps ($80), Center High-Mount Stop Lamp w/Camera ($325), Single Disc Remote CD Player ($195), ParkSense Rear Park Assist System ($250), ParkView Rear Back-up Camera ($200), Remote Start System ($200), 380-Amp Rated Dual Alts (160-Amp Secondary Alt) ($395), Spray-in Bedliner ($475), Destination Charge ($1,095)
Chevy Silverado 1500 Crew Cab LTZ Z71 4WD
Driver Alert Package ($845), LTZ Plus Package ($770), 20-in Chrome Wheels ($1,395), Mylink Audio System w/8-in Diagonal Color Touch & Navigation ($795), 6-in Chrome Assist Steps ($700), Heated & Cooled Driver & Front Passenger Seats ($650), Front Full Feature Leather Appointed Bucket Seats ($325), Trailer Brake Controller ($230), Movable Upper Tie Downs (four) ($60), LED Lighting, Cargo Box ($60), Destination Charge ($995)
Toyota Tundra SR5 CrewMax
SR5 Upgrade Package ($1,015), TRD Off-Road Package ($2,030), Deck Rail System ($125), Heated Tow Mirrors ($50), Entune Premium Audio w/Navigation and App Suites ($585), Delivery Charge ($995)