2008 TOYOTA TUNDRA 4x4
- Type: Full-size pickup truck
- Base Price: $36,175; as tested: $47,420
- Engine: 5.7-litre, DOHC, V-8
- Horsepower/Torque: 381 hp/ 401 lb-ft
- Transmission: Six-speed Automatic
- Drive: Rear-wheel-drive with 4WD
- Fuel Economy (litres/100 km): 16.9 city; 11.8 highway; regular gas
- Alternatives: Chevrolet Silverado, GMC Sierra, Dodge Ram, Ford F-Series, Nissan Titan, Honda Ridgeline
The first thing that grabs you about this truck are its dimensions. It's big.
So let's get those out of the way right off the top. The Tundra 4x4 comes in two bed sizes: standard and long. My tester, the Double Cab Standard version, has an overall length of 5,810 millimetres, is 2,030 mm wide, 1,940 mm tall and has a total bed length of 2,000 mm. These numbers place it right in the heart of the full-size pickup truck market, and it'll carry 630 kilograms of cargo and can accommodate up to six adults.
Despite its high ground clearance, the Tundra is relatively easy to get in and out of. (Toyota)
It's available with two different engines, both V-8s, displacing 4.7 litres and 5.7 litres. My test truck had the latter powerplant and this is where it really stands out in the crowd.
With some 380 horsepower and 400 lb-ft of torque on tap, it's a powerhouse, with gobs of pulling power, reserve grunt and off-the-line snap. It'll tow up to 4,670 kilograms and I timed it at around seven seconds from 0 to 100 km/h.
It's primary function is supposed to be that of a working truck, but the 5.7-litre Tundra is a flat-out hot rod and goes like Jack The Bear — especially when it "kicks down" during highway overtaking. The first time I tromped the pedal to pass somebody on the highway, I was shocked at how much power this rig has, and it comes on promptly and abundantly.
A big part of the reason for that is the fact that it has a pair of overhead camshafts, four valves per cylinder, and Toyota's variable valve timing feature on both the intake and exhaust valves. I drove this truck at the Automotive Journalists Association of Canada TestFest last fall, and although it didn't get my vote as the best in its class, it was the fastest truck in the group when it came to straight-line acceleration.
As a footnote, Toyota experienced some teething problems with this engine; apparently on some of the early 2007 production models, the camshafts were prone to failure and Toyota got taken to task over it. My understanding is that it was a flaw in the metallurgical casting and the problem has since been dealt with.
Also distinguishing this model is a six-speed automatic transmission. It's the only choice and, in my case, was matched with a 4WD system that is accessed via a dash-located rotary knob. The smaller V-8 is mated to a five-speed autobox. Both models come with a limited-slip differential, a vehicle stability control system and a traction control system.
But there's more to a pickup truck than a snappy engine. These days, they have to be comfortable and well-equipped as well. For its $36,175 base price, the Tundra 4x4 Standard has all the prerequisites, including a split front bench seat with a huge centre console, tilt steering, a rear bench seat with 60/40 folding, cruise control, dual-zone air conditioning, power door locks, one-touch-down power window on the driver's side, 100-litre fuel tank and four-wheel disc brakes with ABS.
My tester also had the Offroad Package, which included a telescoping steering wheel, uprated Bilstein shocks, an in-dash six-disc CD player, sliding rear window and "unique" alloy wheels — all of which adds $4,300 to the base price.
One really cool feature that comes standard is sturdily built, bed tie-down points that can be slid along a side rail and locked and repositioned along the entire length of the rear bed. I used them to secure a load of yard scraps and trimmings I took to the dump and they worked a treat. This feature should be standard equipment on all pickup trucks, as far as I'm concerned.
My tester also had a tough plastic bed liner and an easily handled, lightweight tailgate, which doesn't hurt and makes schlepping things around that much easier.
In fact, the whole truck is more than easy to get along with. It's a little on the large side when it comes to navigating around shopping malls and parking downtown, and it won't fit into most parking stalls or underground parking garages, but it has a relatively manageable turning circle (13.42 metres) and, despite its power, is well-behaved and reasonably thrifty — all things considered.
One small point — very small — concerns the shift lever, which is located on the floor console. Call me old-fashioned, but I prefer a steering-column-mounted arrangement — it makes the cab feel more roomy.
Despite its high ground clearance (270 mm), the Tundra is relatively easy to get in and out of. Toyota's other truck — the Tacoma — is very awkward when it comes to ingress and egress and, were I in the market for a truck, would walk away from the Tacoma for this reason alone. But because of its generous dimensions and high roofline, the Tundra presents no obstacles and you simply step up into it.
It's also no secret that Toyota is in a tough competition with the long-established, domestic, full-sized truck manufacturers. This is kind of the last battleground of Japan Inc. versus Detroit, and buyers don't seem to be completely won over by the made-in-Texas Tundra just yet.
Stay tuned.
Like
- Engine is a thing of beauty
- Thoughtful bed tie-down points
- Comfy interior with lots of elbow room
Don't like
- Thirsty around town, say goodbye to at least $125 per fill-up
- Still a huge truck and won't fit into a lot of places
