2014 Toyota Tundra Platinum 4×4 Review — Autoblog

27 Апр 2015 | Author: | No comments yet »
Toyota Tundra

A Good Toyota, But A Good

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The Toyota Tundra is the version of off-brand Cheerios: it dominate the market, and it’s not the model people think of they hear the term truck.

The Tundra looks That big, dominating fascia with its long, non-functional scoop above the and LED headlight accents give it an look. The expansive cabin the profile view, and our CrewMax-bodied gives the truck an almost look, because there’s of room for backseat passengers. the rear, the chunky taillights and TUNDRA in the tailgate add to the truck’s design philosophy.

In the cabin, our tester has an almost Lexus-like

In the cabin, our Platinum-trimmed tester has an Lexus-like sensibility. The quilted on the dash, doors and seat stands out in an increasingly luxury-oriented market. It looks good and quite nice to the touch. We note Toyota has opted for a leather on the dash and doors, and a bit more durable on the seats. The plastics used on the dash good and feel solid, the soft-touch materials on the upper and doors make the Tundra feel more luxurious.

the driver’s seat, visibility is throughout, thanks to the Tundra’s nature, expansive greenhouse and skinny A-pillars. The tilt-telescopic wheel is wrapped in soft and is heated, a welcome touch as continues to bear down on Michigan. Power thigh helps make the front seats thoroughly comfortable, If you’re long-legged, like we this is a feature that prove its worth within the couple of miles on the road. have no qualms driving distances in the Tundra.

The rear seats aren’t they don’t feel second-class jump seats, in some other pickups.

we put in the back seat had a similar of view. The second row on the Tundra’s body style is absolutely There’s 42.3 inches of legroom, which for comparison, is than the Chevrolet Silverado cab (40.9 inches) and just 0.7 less than the new Mercedes-Benz a car designed for rich people who to be chauffeured around. The rear aren’t uncomfortable, either don’t feel like jump seats, like in other pickups. They can be flipped up, adding a bit of interior space.

Before we get to the heart of the impressions, let’s talk the Tundra’s oily bits. that big hood sits a 5.7-liter V8. Peak power at a lofty 5,600 rpm (just 300 shy of redline) while all 401 pound-feet of are deployed at 3,600 rpm. A automatic is the sole transmission, and rear-drive comes standard, our was equipped with four-wheel The Tundra sports a live axle, complete with springs, while the front uses a double-wishbone setup. the majority of Toyotas, it also an old-fashioned hydraulic power-steering The brakes, meanwhile, use 13.9-inch discs in front and 13.6-inch discs in the back. On our tester, the arrived shielded by a set of 20-inch wrapped in Bridgestone Dueler tires.

The Tundra’s power figures strong, but only until you a peek at the curb weight of our CrewMax 4×4 tester. At pounds, this is not a light and it shows on the road. Off the line, the 5.7 well, leaping ahead surprising verve for a big pickup, but it as the miles per hour increase. We an uphill freeway on-ramp a challenge, as the V8 struggled to get up to speed in to merge. The throttle response particularly linear, either, due to a dull tip-in. It’s or less something that get use to over time, but it’s mentioning.

Off the line, the 5.7 responds but it struggles as the miles per hour

Accompanying the engine at the higher of its rev range is an unpleasant racket. It unrefined and coarse, two attributes we normally associate with V8s. Compounding the issue is the of engine noise that the cabin. This is disappointing, considering how quiet and composed the is at lower engine speeds.

Fuel economy is woeful downside to all that weight drivers to run the engine hard. Harley pointed out the Tundra’s of fuel-saving features in his original of the 2014 Tundra, and now that driven the truck for a week in the world, the lack of modern like an eight-speed transmission or injection are glaring. Our first in the Tundra, from midtown to the northern suburbs of Oakland saw a meager 12.8 mpg. figure climbed slightly a prolonged highway run, but to 13.5 mpg. Attaining the 17 mpg predicted by our truck’s window strikes as unlikely outside of conditions.

Engine issues the Tundra’s six-speed automatic is a solid gearbox. Upshifts are and smooth, while there a lot of hunting on downshifts. And while the console-mounted gear selector is the Tundra’s manual mode is rather poor. It takes as mere suggestions, rather commands, and is certainly not our first for clutchless, DIY shifting.

As is the way with fullsize pickups, feedback the chassis is pretty much

As we mentioned, the Tundra makes use of a old-school suspension setup old school now that Ram is fitting air to the 1500). The solid-rear/leaf-spring setup ride particularly badly, it’s a carryover item the pre-facelift Tundra. It can get crashy on Michigan roads, but feels composed and stable at freeway and on smoother surface streets. bumps and imperfections can send unpleasant feelings through the suspension, but it’s not hugely or out of place for an empty leaf-sprung There’s not a lot of roll here, and the on the Tundra copes well sudden pedal inputs. As is the way most fullsize pickups, through the chassis is pretty absent.

Toyota Tundra

Despite its hydraulic power the tiller in the Tundra is still much designed for a pickup It’s light, and doesn’t up enough as it’s turned. its relaxed nature is good for cruising. Feedback is limited, that shouldn’t come as a considering the type of vehicle. said, the Tundra’s level of is better than some of the power-steering setups we’ve in other vehicles.

Now, to up the Tundra’s weight in a positive the brakes were quite despite the truck’s body The pedal is linear and easy to giving the Tundra a sense of that belies its heft.

The is the least able member of the Tundra family.

The only way to get a Platinum is with the CrewMax and the accompanying 5.5-foot bed. is not an ideal setup for those value payload or towing in their pickups. The CrewMax is the able member of the entire family, managing the lowest payload (1,440 pounds) and the towing capacity (9,000 That 5.5-foot bed is surprisingly we barely fit an unassembled chest of from Ikea back

Prices for the Tundra Platinum at $47,600. Blind-spot monitoring cross-traffic alert and a set of running are the sole options at this trim spec. BSM can be had on its own for $500, or as a with the running boards for Our truck also included a bed liner, which along a $995 destination charge the as-tested price to $49,805.

The is, however slightly, a value its domestic counterparts.

At the start of the we discussed how the Tundra is an off-brand relative to the competition. A key quality of brands is that they’re cheaper than their counterparts. So, how does the Tundra up? With a 2014 Ford Limited 4×4 starting at a Ram 1500 Laramie Limited $51,600 and a Chevrolet Silverado Country ringing in at $48,800, the is, however slightly, a value its domestic counterparts.

Should you buy though? While it is nominally affordable, its poor fuel small bed size and lower capacity certainly represent strikes against it. Still, the isn’t a bad pickup truck. a targeted vehicle that’s not to tackle worksites like the It’s a vehicle for loyal customers who just want a comfortable truck from the they’re comfortable with. It not win many converts, but with a well-crafted interior and a spacious at least the Tundra isn’t to disappoint the faithful.

UPDATE: An earlier version of story indicated that the towing capacity of 9,000 was lower than that of the F-150 and Silverado. Neither of the trucks comply with SAE a unified towing standard set to be by all light-duty pickups in 2015 the is already compliant. The new rating is expected to lower overall tow compared to non-compliant trucks. we’ve stricken the comparison of the tow ratings with its American

Toyota Tundra
Toyota Tundra
Toyota Tundra
Toyota Tundra
Toyota Tundra
Toyota Tundra

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