Toyota: Tundra News
01-09-2007, 07:26 PM
#43
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2007 Toyota Tundra
So how good is Tundra this time around? Start where it counts, under the hood, where every Tundra buyer has the option of installing a 5.7-liter, 381-hp, 401-lb-ft V8 hooked to a six-speed automatic transmission. That tops GM’s bread-and-butter 6.0-liter V8 by 14 hp and 26 lb-ft (though the GMC Sierra Denali’s 6.2-liter V8 is more powerful); it isn’t even worth talking about how far the other competitors are behind. Toyota also carries over its 4.7-liter, 271-hp, 313-lb-ft V8 and 4.0-liter 236-hp, 266-lb-ft V6, each with a five-speed automatic transmission. The trucks are offered in two- or four-wheel drive, with a rear automatic limited-slip differential as standard equipment. A Toyota Racing Development off-road package is available for those who think they need it.
So how good is Tundra this time around? Start where it counts, under the hood, where every Tundra buyer has the option of installing a 5.7-liter, 381-hp, 401-lb-ft V8 hooked to a six-speed automatic transmission. That tops GM’s bread-and-butter 6.0-liter V8 by 14 hp and 26 lb-ft (though the GMC Sierra Denali’s 6.2-liter V8 is more powerful); it isn’t even worth talking about how far the other competitors are behind. Toyota also carries over its 4.7-liter, 271-hp, 313-lb-ft V8 and 4.0-liter 236-hp, 266-lb-ft V6, each with a five-speed automatic transmission. The trucks are offered in two- or four-wheel drive, with a rear automatic limited-slip differential as standard equipment. A Toyota Racing Development off-road package is available for those who think they need it.
01-09-2007, 09:49 PM
#45
6 Forward 1 Back
That thing is the CrewMax version. Check out the legroom in back:
That's just nuts.
That's just nuts.
01-10-2007, 10:43 AM
#48
That's pretty awesome with the rear reclining seats.
01-10-2007, 11:28 AM
#49
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Edmund's review here: http://www.edmunds.com/insideline/do...hotopanel..1.*
Holy mother of god. And Edmunds' number is usually conservative!
Unleashing this powertrain down the drag strip, we recorded a stunning 0-60-mph time of 6.3 seconds, while the quarter-mile came up in 14.8 seconds at 93.7 mph. Our best efforts came with the traction control switched off, a move that activates Auto limited-slip differential, a brake-based, electronic-limited-slip function. Mind you, this is a Double Cab 4x4 truck that weighs 5,637 pounds.
01-10-2007, 11:36 AM
#50
Senior Moderator
GM's Lutz admits new Toyota Tundra "very, very, very well executed"
General Motors Vice Chairman Bob Lutz didn't try to hide his fondness for the new Toyota Tundra when talking with reporters at the Detroit auto show today. "I took a good look at it today," Lutz said. "I think it's a very, very, very well executed large truck. It's got good styling, great interior. It's a very nice truck."
However, Lutz isn't too worried about how it will affect GM sales. "My theory is there's a lot of interaction within Japanese brands," Lutz said. "My personal belief is that the other full-size Japanese pickup truck is going to get severely dented in this process.
"Tundra has always had 100,000 to 125,000 sales. So they're going to get 75,000 extra," Lutz continued. "Of that 75,000 extra, I think Nissan is going to be the major furnisher of numbers. That's going to leave 30-40,000 to be split between Dodge, Ford and ourselves. To be honest, I don't think we'll feel it."
General Motors Vice Chairman Bob Lutz didn't try to hide his fondness for the new Toyota Tundra when talking with reporters at the Detroit auto show today. "I took a good look at it today," Lutz said. "I think it's a very, very, very well executed large truck. It's got good styling, great interior. It's a very nice truck."
However, Lutz isn't too worried about how it will affect GM sales. "My theory is there's a lot of interaction within Japanese brands," Lutz said. "My personal belief is that the other full-size Japanese pickup truck is going to get severely dented in this process.
"Tundra has always had 100,000 to 125,000 sales. So they're going to get 75,000 extra," Lutz continued. "Of that 75,000 extra, I think Nissan is going to be the major furnisher of numbers. That's going to leave 30-40,000 to be split between Dodge, Ford and ourselves. To be honest, I don't think we'll feel it."
01-14-2007, 05:35 PM
#52
Suzuka Master
Edmunds Review: The New Tundra
With the unveiling of the 2007 Toyota Tundra, the gloves are truly off in the segment of half-ton trucks as there is now a genuine fourth player in the market. We drove a 2007 Toyota Tundra Double Cab Limited 4x4 with its class-leading 5.7-liter V8 and six-speed automatic transmission, and even tested its power output on a dynamometer, and we can tell you that competition is going to be fierce, because the Tundra offers many best-in-class features.
To make sure this new Tundra is truly optimized for the American market, Toyota assigned the entire engineering development responsibility to its U.S. technical center in Ann Arbor, Michigan, making this the first Toyota product ever to carry this distinction. Some $850 million has been sunk into an all-new plant in San Antonio, to supplement the existing one in Indiana. Together, the two U.S. plants can crank out more than 200,000 Tundras per year, about double the current volume.
31 flavors, just like ice cream
Born out of the FTX concept vehicle, the new Tundra's CALTY-designed bodywork cuts an imposing but muscular figure, particularly the front end with its robotic-look front grille and tapered hood.
Buyers now have 31 configurations to choose from, many of which are new for Tundra. As before, there are three cabs: Regular, Double and CrewMax. Likewise there are three bed lengths: 97.6, 78.7 and 66.7 inches. There are three wheelbases: 126.8, 145.7 and 164.6 inches — all longer than the wheelbase dimensions of equivalent trucks from the Detroit manufacturers.
For our two-week test, we selected what we think will turn out to be a very popular combination: a Double Cab 4x4 with the standard 6.5-foot bed.
Bigger than big
The new Tundra's spacious new cab configurations are generally 4 inches wider than before. The extra width allows for storage nooks aplenty, including a massive center console that can swallow a laptop and even support hanging file folders.
Toyota's interior designers have even enlarged the control knobs for the standard dual-zone climate control system, permitting use by owners wearing winter gloves. This design mantra carries over into the enlarged door pulls and other switchgear. The only downside is that some of the knobs and controls end up a bit too far from the driver.
Most of our testers find the fully adjustable front seats very comfortable, though some drivers are bothered by a prominent edge on the seat squab. Front legroom shouldn't ever be a concern, because with 42.5 inches available, the Tundra has another best-in-class on its hands. A tilt-telescoping steering wheel also enhances spaciousness.
In back, the Double Cab feels bigger than its 34.7 inches of legroom suggests, as the backs of the front seats are deeply scooped out for knee clearance. Also helping to improve the feeling of spaciousness is the dramatically reclined rear seatback. The CrewMax cab even affords some 44.5 inches of rear-seat legroom, more than the Dodge Ram Mega Cab.
Stronger than strong
To properly motivate this massive truck, a 5.7-liter version of the iForce V8 (expected to reside under the hoods of 60 percent of Tundra production) has been developed to complement the 4.0-liter V6 and 4.7-liter V8. This long-stroke design features an aluminum block with siamesed steel liners, double-overhead cams, four valves per cylinder, variable valve timing on both intake and exhaust cams, and dual-length intake manifold runners.
It all boils down to class-leading output, some 381 horsepower at 5,600 rpm and a whopping 401 pound-feet at 3,600 revs. And it does it all on 87 octane while meeting ULEV II emissions. For reference, Dodge's 5.7-liter Hemi produces just 345 hp, while GM's Vortec Max 6.0-liter V8 makes 367 hp. The Dodge and GM V8s both develop 375 lb-ft of torque. Nissan's 5.6-liter V8 makes only 317 hp and 385 lb-ft of torque.
In 4x2 guise, the iForce 5.7 V8's fuel economy rating of 16 city/20 highway fuel economy bests the Hemi and the Vortec by 1 mpg each, while the Nissan languishes at 14 city/18 highway. Our 4x4 test truck with its rating of 14 city and 18 highway squeaks past the Nissan 4x4 and ties the Dodge, but lags 1 mpg each behind the GM engine.
Sitting behind the new engine is a six-speed automatic transmission with sequential shift feature. Even buyers of the V6 and 4.7-liter V8 get sequential shift, albeit mated to a five-speed automatic. Tow-haul mode is added when the tow package is ordered, a move that 80 percent of Tundra buyers are expected to make. In two-wheel-drive mode, power feeds through a massive 10.5-inch ring gear in the rear differential.
Our dynamometer test of the Tundra returned a rear-wheel power reading of 321 hp, about what one would expect if you assume drivetrain losses to be 15 percent. We couldn't measure peak torque, as the automatic transmission kept kicking down and we couldn't make a pull through the rpm range of the torque peak.
Quicker than quick
In regular around-town driving, the iForce 5.7-liter V8 has power to spare when passing or merging. The six-speed automatic transmission always shifts seamlessly. Particularly impressive is the downhill grade logic. On a long descent, we didn't need to touch the brakes, as the transmission downshifts and steadfastly holds the lower gear.
Unleashing this powertrain down the drag strip, we recorded a stunning 0-60-mph time of 6.3 seconds, while the quarter-mile came up in 14.8 seconds at 93.7 mph. Our best efforts came with the traction control switched off, a move that activates Auto limited-slip differential, a brake-based, electronic-limited-slip function. Mind you, this is a Double Cab 4x4 truck that weighs 5,637 pounds.
The towing package adds cooling, extensive trailer wiring, extendable towing mirrors and upgraded rear springs, and substitutes a 4.3:1 rear-axle ratio for the standard 4.1:1 setup. As a result, this configuration achieves another best-in-class: a tow rating of 10,800 pounds. That's no fluke either, as our 4x4 Double Cab with tow package is rated for 10,300 pounds.
Connecting a trailer using the rear back-up camera is easy. The camera is part of the option package that includes the navigation system or it can be added as a dealer-installed factory option. But its logic is frustrating, because it stubbornly only works in reverse. If one overshoots the hitch by a smidge and has to creep forward, the camera winks out at the crucial moment. Other makers let the camera stay on until forward speed gets to 4 or 5 mph.
Stopping all of this rolling stock takes some big brakes, and the Tundra comes prepared with best-in-class four-piston calipers squeezing massive 13.9-inch ventilated front rotors that are 1.26 inches thick. The standard vented rear discs are 13.6 inches in diameter and 0.71 inches thick. With ABS, brake assist and electronic brakeforce distribution all standard, this is one thoroughly modern brake system.
At the track, what this means to us is consistent and fade-free stops from 60 mph. Our best stop of 131 feet is none too shabby for a vehicle this weighty. In routine daily-drive use, the pedal remains firm and easy to modulate.
Under your control
All of this electronic brake trickery is made possible because Toyota decided to make electronic stability control (VSC in Toyota-speak) standard, another first in the truck market. And contrary to recent Toyota custom, it can be fully switched off.
At more typical speeds, we have nothing but praise for the steering, which has precise feel and direct response. Body roll is also well-contained and coordinated. However, during maneuvers at the limit such as our 0.69g run on the skid pad, the chassis tends toward generous understeer. Perhaps the off-road character of the P275/65R18 BFGoodrich Rugged Trail T/A tires is at work here.
Rough asphalt and off-road sections aren't a problem for this truck, as the optional TRD suspension keeps things well planted. Lumpy bits that make other trucks step out on certain roads we know are a nonissue for the Bilstein monotube shocks and special tuned springs.
Great ride quality is made easier by a stout frame that is a full 6 inches wider than that of the previous Tundra, which allows the shocks to be positioned closer to the wheels and improves their efficiency. The frame also tapers as it crosses the rear axle so the rear leaf springs are much farther apart at the front than they are in back, improving lateral stability and roll resistance.
The ride is decent on normal roads, too, with a generally smooth and composed character. Washboard freeway ripples will get past the suspension, but the ride quality is no worse than one would expect for any empty truck rigged to tow more than 10,000 pounds.
Ready to fight
With no specific on-sale date or pricing released, all we know now is that the 2007 Toyota Tundra will go on sale in February, with the CrewMax showing up in March. The 5.7-liter iForce V8 will be available right out of the gate. And since Toyota broke its own rule and shared dimensional data with aftermarket suppliers months ago, customization goodies like bed covers and whatnot should be ready right away.
Toyota really got serious with this one, and it shows. If you've previously discounted the Tundra because it wasn't big enough or had a toy engine, think again. If you've never considered one before, have a look. More good choices are great for consumers, and since this one has been born, bred and built in the USA, there's no reason to feel guilty about it.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
With the unveiling of the 2007 Toyota Tundra, the gloves are truly off in the segment of half-ton trucks as there is now a genuine fourth player in the market. We drove a 2007 Toyota Tundra Double Cab Limited 4x4 with its class-leading 5.7-liter V8 and six-speed automatic transmission, and even tested its power output on a dynamometer, and we can tell you that competition is going to be fierce, because the Tundra offers many best-in-class features.
To make sure this new Tundra is truly optimized for the American market, Toyota assigned the entire engineering development responsibility to its U.S. technical center in Ann Arbor, Michigan, making this the first Toyota product ever to carry this distinction. Some $850 million has been sunk into an all-new plant in San Antonio, to supplement the existing one in Indiana. Together, the two U.S. plants can crank out more than 200,000 Tundras per year, about double the current volume.
31 flavors, just like ice cream
Born out of the FTX concept vehicle, the new Tundra's CALTY-designed bodywork cuts an imposing but muscular figure, particularly the front end with its robotic-look front grille and tapered hood.
Buyers now have 31 configurations to choose from, many of which are new for Tundra. As before, there are three cabs: Regular, Double and CrewMax. Likewise there are three bed lengths: 97.6, 78.7 and 66.7 inches. There are three wheelbases: 126.8, 145.7 and 164.6 inches — all longer than the wheelbase dimensions of equivalent trucks from the Detroit manufacturers.
For our two-week test, we selected what we think will turn out to be a very popular combination: a Double Cab 4x4 with the standard 6.5-foot bed.
Bigger than big
The new Tundra's spacious new cab configurations are generally 4 inches wider than before. The extra width allows for storage nooks aplenty, including a massive center console that can swallow a laptop and even support hanging file folders.
Toyota's interior designers have even enlarged the control knobs for the standard dual-zone climate control system, permitting use by owners wearing winter gloves. This design mantra carries over into the enlarged door pulls and other switchgear. The only downside is that some of the knobs and controls end up a bit too far from the driver.
Most of our testers find the fully adjustable front seats very comfortable, though some drivers are bothered by a prominent edge on the seat squab. Front legroom shouldn't ever be a concern, because with 42.5 inches available, the Tundra has another best-in-class on its hands. A tilt-telescoping steering wheel also enhances spaciousness.
In back, the Double Cab feels bigger than its 34.7 inches of legroom suggests, as the backs of the front seats are deeply scooped out for knee clearance. Also helping to improve the feeling of spaciousness is the dramatically reclined rear seatback. The CrewMax cab even affords some 44.5 inches of rear-seat legroom, more than the Dodge Ram Mega Cab.
Stronger than strong
To properly motivate this massive truck, a 5.7-liter version of the iForce V8 (expected to reside under the hoods of 60 percent of Tundra production) has been developed to complement the 4.0-liter V6 and 4.7-liter V8. This long-stroke design features an aluminum block with siamesed steel liners, double-overhead cams, four valves per cylinder, variable valve timing on both intake and exhaust cams, and dual-length intake manifold runners.
It all boils down to class-leading output, some 381 horsepower at 5,600 rpm and a whopping 401 pound-feet at 3,600 revs. And it does it all on 87 octane while meeting ULEV II emissions. For reference, Dodge's 5.7-liter Hemi produces just 345 hp, while GM's Vortec Max 6.0-liter V8 makes 367 hp. The Dodge and GM V8s both develop 375 lb-ft of torque. Nissan's 5.6-liter V8 makes only 317 hp and 385 lb-ft of torque.
In 4x2 guise, the iForce 5.7 V8's fuel economy rating of 16 city/20 highway fuel economy bests the Hemi and the Vortec by 1 mpg each, while the Nissan languishes at 14 city/18 highway. Our 4x4 test truck with its rating of 14 city and 18 highway squeaks past the Nissan 4x4 and ties the Dodge, but lags 1 mpg each behind the GM engine.
Sitting behind the new engine is a six-speed automatic transmission with sequential shift feature. Even buyers of the V6 and 4.7-liter V8 get sequential shift, albeit mated to a five-speed automatic. Tow-haul mode is added when the tow package is ordered, a move that 80 percent of Tundra buyers are expected to make. In two-wheel-drive mode, power feeds through a massive 10.5-inch ring gear in the rear differential.
Our dynamometer test of the Tundra returned a rear-wheel power reading of 321 hp, about what one would expect if you assume drivetrain losses to be 15 percent. We couldn't measure peak torque, as the automatic transmission kept kicking down and we couldn't make a pull through the rpm range of the torque peak.
Quicker than quick
In regular around-town driving, the iForce 5.7-liter V8 has power to spare when passing or merging. The six-speed automatic transmission always shifts seamlessly. Particularly impressive is the downhill grade logic. On a long descent, we didn't need to touch the brakes, as the transmission downshifts and steadfastly holds the lower gear.
Unleashing this powertrain down the drag strip, we recorded a stunning 0-60-mph time of 6.3 seconds, while the quarter-mile came up in 14.8 seconds at 93.7 mph. Our best efforts came with the traction control switched off, a move that activates Auto limited-slip differential, a brake-based, electronic-limited-slip function. Mind you, this is a Double Cab 4x4 truck that weighs 5,637 pounds.
The towing package adds cooling, extensive trailer wiring, extendable towing mirrors and upgraded rear springs, and substitutes a 4.3:1 rear-axle ratio for the standard 4.1:1 setup. As a result, this configuration achieves another best-in-class: a tow rating of 10,800 pounds. That's no fluke either, as our 4x4 Double Cab with tow package is rated for 10,300 pounds.
Connecting a trailer using the rear back-up camera is easy. The camera is part of the option package that includes the navigation system or it can be added as a dealer-installed factory option. But its logic is frustrating, because it stubbornly only works in reverse. If one overshoots the hitch by a smidge and has to creep forward, the camera winks out at the crucial moment. Other makers let the camera stay on until forward speed gets to 4 or 5 mph.
Stopping all of this rolling stock takes some big brakes, and the Tundra comes prepared with best-in-class four-piston calipers squeezing massive 13.9-inch ventilated front rotors that are 1.26 inches thick. The standard vented rear discs are 13.6 inches in diameter and 0.71 inches thick. With ABS, brake assist and electronic brakeforce distribution all standard, this is one thoroughly modern brake system.
At the track, what this means to us is consistent and fade-free stops from 60 mph. Our best stop of 131 feet is none too shabby for a vehicle this weighty. In routine daily-drive use, the pedal remains firm and easy to modulate.
Under your control
All of this electronic brake trickery is made possible because Toyota decided to make electronic stability control (VSC in Toyota-speak) standard, another first in the truck market. And contrary to recent Toyota custom, it can be fully switched off.
At more typical speeds, we have nothing but praise for the steering, which has precise feel and direct response. Body roll is also well-contained and coordinated. However, during maneuvers at the limit such as our 0.69g run on the skid pad, the chassis tends toward generous understeer. Perhaps the off-road character of the P275/65R18 BFGoodrich Rugged Trail T/A tires is at work here.
Rough asphalt and off-road sections aren't a problem for this truck, as the optional TRD suspension keeps things well planted. Lumpy bits that make other trucks step out on certain roads we know are a nonissue for the Bilstein monotube shocks and special tuned springs.
Great ride quality is made easier by a stout frame that is a full 6 inches wider than that of the previous Tundra, which allows the shocks to be positioned closer to the wheels and improves their efficiency. The frame also tapers as it crosses the rear axle so the rear leaf springs are much farther apart at the front than they are in back, improving lateral stability and roll resistance.
The ride is decent on normal roads, too, with a generally smooth and composed character. Washboard freeway ripples will get past the suspension, but the ride quality is no worse than one would expect for any empty truck rigged to tow more than 10,000 pounds.
Ready to fight
With no specific on-sale date or pricing released, all we know now is that the 2007 Toyota Tundra will go on sale in February, with the CrewMax showing up in March. The 5.7-liter iForce V8 will be available right out of the gate. And since Toyota broke its own rule and shared dimensional data with aftermarket suppliers months ago, customization goodies like bed covers and whatnot should be ready right away.
Toyota really got serious with this one, and it shows. If you've previously discounted the Tundra because it wasn't big enough or had a toy engine, think again. If you've never considered one before, have a look. More good choices are great for consumers, and since this one has been born, bred and built in the USA, there's no reason to feel guilty about it.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Last edited by SpeedyV6; 01-14-2007 at 05:37 PM.
01-14-2007, 07:51 PM
#53
whut
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Originally Posted by dom
He's probably right.
There's still no shortage of hubris at GM, and they'll be supplying similar quotables right up to the backruptcy filing. 
What good ol' Bob conveniently fails to acknowledge is that Toyota is in this for the long haul, and they are not going to stop until they take a large and painfully extracted chunk of the domestic truck market.Hell, for all intents and purposes the Tundra itself is a domestic, so an entire generation of young Tacoma owners need not feel the least bit guilty when they completely and understandably ignore the Big 3 and step up to Toyota's new offering.
01-15-2007, 12:37 PM
#54
Senior Moderator
Very Nice truck
01-24-2007, 12:11 AM
#55
New Tundra wins in 3-way comparo against Silverado (2nd place) and Titan (3rd place).
http://www.edmunds.com/insideline/do...hotopanel..2.*
http://www.edmunds.com/insideline/do...hotopanel..2.*
01-24-2007, 02:04 PM
#58
Burn some dust here
So they tested a loaded Tundra against partially loaded versions from Chevy and Nissan? 
I did think it was interesting that, even though they said the Tundra was the winner, Edmunds would recommend the Silverado the most.
I did think it was interesting that, even though they said the Tundra was the winner, Edmunds would recommend the Silverado the most.
01-24-2007, 07:53 PM
#59
Racer
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The T will be a hard sell down this way for the hard core truck buyers...the big truck people really, really like their GM, Ford, Dodge....the buyers of the past Toys seem to be the car people getting a truck or Toys die hards...the big truck guys will be slow to switch and the gas milage on the over the top Toys will hurt the pace of the switch...
PLUS, we have a lot of people down this way and other places that do not give a damn about where it is built but what the native language of the CEO is and where the money is going...do not shoot the messenger... just relaying what I hear as I talk to these truck people every day...
I have an Acura but any new truck will be a GM or Ford or Dodge...as for reliability my GMC Sub, 1990, (war-wagon) has 335,000 miles on same engine and trans,,no major work...served us well during the last ice storm...
We will see soon how it goes...
PLUS, we have a lot of people down this way and other places that do not give a damn about where it is built but what the native language of the CEO is and where the money is going...do not shoot the messenger... just relaying what I hear as I talk to these truck people every day...
I have an Acura but any new truck will be a GM or Ford or Dodge...as for reliability my GMC Sub, 1990, (war-wagon) has 335,000 miles on same engine and trans,,no major work...served us well during the last ice storm...
We will see soon how it goes...
01-24-2007, 09:16 PM
#61
Originally Posted by cob3683
I did think it was interesting that, even though they said the Tundra was the winner, Edmunds would recommend the Silverado the most.
Last edited by phile; 01-24-2007 at 09:19 PM.
01-25-2007, 11:37 AM
#62
fap fap fap
Originally Posted by 04EuroAccordTsx
Sweet truck, but I'm afraid to see what the EPA city/highway gas mileage are on these new Tundras yikes!
The Titan averaged 13.7 mpg during its stay with us, with a best tank of 15.1 mpg. Despite its extra grunt and weight, the Tundra averaged 14.4 mpg, with a best tank of 16.9 mpg. EPA estimates are 13 mpg city, 18 mpg highway for the Titan and 14 mpg city, 18 mpg highway for the Tundra.
Since our Silverado is a long-term test truck, we have a larger sample size from which to cull fuel economy data. The picture is not pretty. Over 5,436 miles, the Chevy has averaged 12.7 mpg with a best tank of 14.2 mpg. Of the three trucks, the Silverado's performance is the furthest from its EPA rating of 15 mpg city, 19 mpg highway.
01-26-2007, 09:43 PM
#63
Safety Car
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Originally Posted by cob3683
So they tested a loaded Tundra against partially loaded versions from Chevy and Nissan?
I did think it was interesting that, even though they said the Tundra was the winner, Edmunds would recommend the Silverado the most.
I did think it was interesting that, even though they said the Tundra was the winner, Edmunds would recommend the Silverado the most.
02-05-2007, 08:25 PM
#64
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New T
Saw the New 4-door T ( not the mega) today at a dealership...did not drive...looks like the old T puffed up..real short hood...interior was nice but the door and dash surfaces felt harsh or cold (cheap)....I was surprised by the lack of leg room in the 4-door...GM and Ford have more...or feel like more??
Priced a little less (close) than GM or Ford(considering the standard stuff that is an option on on GM/Ford)...$32,000 for two wheel drive, big engine, locking rear end, air bags around....six sp auto...buckets and a console that will hold the world...20" whs...
But it did look like a toyota, sorry but the Ford or GMs or Dodge look much better to me...I may be wrong but I do not see a lot of GM/Ford/Dodge regulars moving over to this unless time on the street shows it to be way better..?
Priced a little less (close) than GM or Ford(considering the standard stuff that is an option on on GM/Ford)...$32,000 for two wheel drive, big engine, locking rear end, air bags around....six sp auto...buckets and a console that will hold the world...20" whs...
But it did look like a toyota, sorry but the Ford or GMs or Dodge look much better to me...I may be wrong but I do not see a lot of GM/Ford/Dodge regulars moving over to this unless time on the street shows it to be way better..?
02-06-2007, 05:07 PM
#65
Originally Posted by Texas
But it did look like a toyota, sorry but the Ford or GMs or Dodge look much better to me...I may be wrong but I do not see a lot of GM/Ford/Dodge regulars moving over to this unless time on the street shows it to be way better..?
02-07-2007, 10:29 AM
#66
Burning Brakes
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Originally Posted by phile
It's the intangibles. Sometimes the numbers don't add up to how a car drives and feels. For example, there's a latest midsize sedan comparison (I think it's C&D) where the Accord was #1 - its performance numbers were good for the group; not class leading, and in some areas it was dead last; but when the editors put in their subjective rating, that was enough to put the Accord in front. So my guess is the Tundra hasn't shaken off its Toyota-ness, even in truck form.
toyota has always made cars that didnt appeal to the car mags but instead appealed to actual buyers
05-29-2007, 04:15 PM
#67
The sizzle in the Steak
Toyota Tundra camshaft failures
DETROIT (Reuters) -- A glitch in Toyota Motor Corp.'s Tundra pickup truck has caused 20 engine failures and forced the company to track down other trucks at risk for the problem, the Japanese automaker said Tuesday.
Toyota said a flaw in the camshaft in a limited number of 5.7-liter, V-8 engines installed in early versions of the Tundra has caused the engine component to crack and fail.
Toyota has billed the Tundra as its most important product launch ever. Its engine problems come as Toyota faces pressure to maintain its reputation for quality in the face of a stretch of fast growth that has made it the world's largest automaker.
Toyota said it has determined that a flaw in the casting of a still-undetermined number of Tundra camshafts - made for Toyota's Alabama engine plant by an outside supplier - prompted the engine failures.
Toyota's truck could make a big mark
"The supplier has made changes, and we think the problem is solved," Toyota spokesman John McCandless said. Toyota declined to identify the component supplier.
In cases in which a Tundra camshaft fails, Toyota is replacing the truck engine at no charge, representatives said.
Toyota spokesman John Hanson said that the automaker has no plans to inspect vehicles for the flaw and is confident that it can identify what it expects will be a small number of trucks at risk for developing the camshaft problem.
"We're still trying to get our arms around how many could have been affected," he said.
The camshaft is designed to open and close intake and exhaust valves in the engines. A break in the part would cause the truck's engine to shut down or fail to start, Hanson said.
The 5.7-liter V-8 - the largest engine made by Toyota - has accounted for more than 70 percent of the new Tundra sales since the truck launched in February.
Toyota, which overtook General Motors Corp. (down $0.38 to $30.11, Charts, Fortune 500) as the world's largest automaker in the first quarter, sold more than 37,000 of the new Tundra trucks in the first three months on the market in the United States.
The truck, which is being built at a new Toyota assembly plant in San Antonio, Texas, takes aim at a profitable niche still dominated by the Detroit-based automakers.
Toyota has marketed the new Tundra as a full-size work truck fully competitive with the offerings from its Detroit rivals, including Ford Motor Co.'s (down $0.03 to $8.42, Charts, Fortune 500) market-leading F-series trucks.
Toyota held back the launch of the new Tundra until February in order to produce enough of the 5.7-liter, V-8 engines to meet expected demand.
Other aspects of the Tundra launch have also faced scrutiny, including Toyota's uncharacteristic reliance on incentives of up to $2,500 to boost sales of the new truck.
The Tundra also received four-star safety ratings in U.S. government crash safety tests, a lower rating than Ford's competing F-150.
In a bid to capitalize on that gap, Ford began running a series of ads earlier this month that highlight how its F-150 trucks have performed in crash tests.
Toyota said a flaw in the camshaft in a limited number of 5.7-liter, V-8 engines installed in early versions of the Tundra has caused the engine component to crack and fail.
Toyota has billed the Tundra as its most important product launch ever. Its engine problems come as Toyota faces pressure to maintain its reputation for quality in the face of a stretch of fast growth that has made it the world's largest automaker.
Toyota said it has determined that a flaw in the casting of a still-undetermined number of Tundra camshafts - made for Toyota's Alabama engine plant by an outside supplier - prompted the engine failures.
Toyota's truck could make a big mark
"The supplier has made changes, and we think the problem is solved," Toyota spokesman John McCandless said. Toyota declined to identify the component supplier.
In cases in which a Tundra camshaft fails, Toyota is replacing the truck engine at no charge, representatives said.
Toyota spokesman John Hanson said that the automaker has no plans to inspect vehicles for the flaw and is confident that it can identify what it expects will be a small number of trucks at risk for developing the camshaft problem.
"We're still trying to get our arms around how many could have been affected," he said.
The camshaft is designed to open and close intake and exhaust valves in the engines. A break in the part would cause the truck's engine to shut down or fail to start, Hanson said.
The 5.7-liter V-8 - the largest engine made by Toyota - has accounted for more than 70 percent of the new Tundra sales since the truck launched in February.
Toyota, which overtook General Motors Corp. (down $0.38 to $30.11, Charts, Fortune 500) as the world's largest automaker in the first quarter, sold more than 37,000 of the new Tundra trucks in the first three months on the market in the United States.
The truck, which is being built at a new Toyota assembly plant in San Antonio, Texas, takes aim at a profitable niche still dominated by the Detroit-based automakers.
Toyota has marketed the new Tundra as a full-size work truck fully competitive with the offerings from its Detroit rivals, including Ford Motor Co.'s (down $0.03 to $8.42, Charts, Fortune 500) market-leading F-series trucks.
Toyota held back the launch of the new Tundra until February in order to produce enough of the 5.7-liter, V-8 engines to meet expected demand.
Other aspects of the Tundra launch have also faced scrutiny, including Toyota's uncharacteristic reliance on incentives of up to $2,500 to boost sales of the new truck.
The Tundra also received four-star safety ratings in U.S. government crash safety tests, a lower rating than Ford's competing F-150.
In a bid to capitalize on that gap, Ford began running a series of ads earlier this month that highlight how its F-150 trucks have performed in crash tests.
05-29-2007, 11:14 PM
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I hope they want to keep there number 1 spot after the trannys in the camrys im sure other car companys are going to be all over them.
05-30-2007, 12:17 AM
#72
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Originally Posted by chungkopi
and GM continues to bash toyota's unreliability in their radio commercials...
05-30-2007, 10:38 AM
#73
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Hey ... Toyota wanted to be #1 ... they have that status now ... and with growing pains, there will be lapses in Q/C. Now they have to face the music. 
It'll only take about 10 years of unreliability for consumers to lose confidence in Toyota. 
It'll only take about 10 years of unreliability for consumers to lose confidence in Toyota.
05-30-2007, 10:59 AM
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1st year model.. as always it's going to have problems. As mentioned, at least the fix/announce the problem right away. I wonder if this failure is something that happens over time or all at once?
05-31-2007, 09:29 AM
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Originally Posted by Trackruner228
I hope they want to keep there number 1 spot after the trannys in the camrys im sure other car companys are going to be all over them.
I keep hearing this rumor but have yet to see a new camry with a failed transmission. Possibly it was a very limited number and the problem has been corrected???
Does any one know more about this? (my dad may be buying one soon
)
05-31-2007, 11:45 AM
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Originally Posted by bulldawg
I keep hearing this rumor but have yet to see a new camry with a failed transmission. Possibly it was a very limited number and the problem has been corrected???
Does any one know more about this? (my dad may be buying one soon )
Does any one know more about this? (my dad may be buying one soon
)I agree I havent heard much of it either I do think it is a very few that have had failures. I also havent heard of it in awhile so im guessing toyota fixed the problems. If you look in CR the report for the camrys tranny says "better then average" instead of "much better then average." However if I was Ford or GM I would diffenently be using this to my advantage.
05-31-2007, 11:47 PM
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Originally Posted by bulldawg
I keep hearing this rumor but have yet to see a new camry with a failed transmission. Possibly it was a very limited number and the problem has been corrected???
Does any one know more about this? (my dad may be buying one soon )
Does any one know more about this? (my dad may be buying one soon
)My understanding is was a limited number of the early production 6 cylinder cars with the new 6 spd tranny. Haven't seen any mention of new issues on the Toyo forums.
Now, I assume we aren't talking about the sluggish DBW tranny issues that plague Lexus and Toyota, but true failures.
06-19-2007, 02:13 PM
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One of my personal hobbies is working on a 99 SVT Lightning that I picked up last spring. My other truck is an 01 4.7L Tundra TRD supercab.
If there's one thing I notice different about working on these two trucks is that the tundra parts all seem very compact.
Knowing toyota though, they'll get it worked out.
If there's one thing I notice different about working on these two trucks is that the tundra parts all seem very compact.
Knowing toyota though, they'll get it worked out.
11-02-2007, 02:45 PM
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SEMA 2007: Toyota Tundra Dually Diesel
Toyota Tundra Diesel Dually
--------------------------------------------------------------------------------
http://rds.yahoo.com/_ylt=A0oGkmtqpC...dually-diesel/
With a strong OEM presence at SEMA, automakers are forced to bring The Badass to the masses. Toyota has apparently been overrun with requests from customers for some form of diesel motivation in its Tundra pickup and the automaker has responded... sort of... with the Tundra Dually Diesel. Toyota utilized two Tundra CrewMax pickups that were joined at the hip to lengthen the frame and add an additional foot to the bed. Although the majority of the Tundra Dually Diesel is bespoke show material, the drivetrain has been pulled straight from a Hino medium duty truck, with the only exception being a custom split driveshaft.
The crown jewel of the Dually is a JO8E 8.0-liter inline six turbodiesel, making around 300 HP and 600 lb.-ft. of torque. Shoehorning that kind of mill into the tight confines of the Tundra proved to be a challenge. The body had to be lifted off the frame by three inches and after some hacking and chopping of the firewall, they were finally able to fit the 1,500 pound engine into the bay. Between fitting the oil burner into the snout and mating it to a five-speed Allison tranny, the interior accoutrements have suffered – the HVAC controls are nonfunctional and the massive stick is there to provide additional leverage when shifting gears.
Mike Levine has a great write up covering all the details of the Tundra Dually Diesel, which is worth a read. And even though this mutha' runs, don't expect a production version to make it to dealers any time soon.
We've added Toyota's press release after the jump.
--------------------------------------------------------------------------------
http://rds.yahoo.com/_ylt=A0oGkmtqpC...dually-diesel/
With a strong OEM presence at SEMA, automakers are forced to bring The Badass to the masses. Toyota has apparently been overrun with requests from customers for some form of diesel motivation in its Tundra pickup and the automaker has responded... sort of... with the Tundra Dually Diesel. Toyota utilized two Tundra CrewMax pickups that were joined at the hip to lengthen the frame and add an additional foot to the bed. Although the majority of the Tundra Dually Diesel is bespoke show material, the drivetrain has been pulled straight from a Hino medium duty truck, with the only exception being a custom split driveshaft.
The crown jewel of the Dually is a JO8E 8.0-liter inline six turbodiesel, making around 300 HP and 600 lb.-ft. of torque. Shoehorning that kind of mill into the tight confines of the Tundra proved to be a challenge. The body had to be lifted off the frame by three inches and after some hacking and chopping of the firewall, they were finally able to fit the 1,500 pound engine into the bay. Between fitting the oil burner into the snout and mating it to a five-speed Allison tranny, the interior accoutrements have suffered – the HVAC controls are nonfunctional and the massive stick is there to provide additional leverage when shifting gears.
Mike Levine has a great write up covering all the details of the Tundra Dually Diesel, which is worth a read. And even though this mutha' runs, don't expect a production version to make it to dealers any time soon.
We've added Toyota's press release after the jump.