2007 Toyota Tundra Dallas TX

provided by:

It's hard to believe that Toyota has been building full-size pickup trucks since 1993. That's because the Japanese manufacturer has for the most part been a niche player in a market that has traditionally been the province of Ford, Chevrolet and Dodge.

Now, for 2007, Toyota's Tundra looks to have what it takes to be a serious contender. All-new styling, drastic increases in size and power, and a heck of a lot more capability should help transform the Tundra into a serious work truck. This truck was intended to be a tool, not a fashion statement.

The Tundra was developed mostly out of Toyota's Ann Arbor, Michigan engineering center, and just might be the most "American" Toyota product so far. That makes sense; full-size trucks are a creature indigenous to the North American landscape, after all. In an effort to avoid the mistakes of the past, Toyota's process was to benchmark customer needs rather than the competition, however. As a result, the Tundra copies no one.

A new, bulldog-like face adds a serious measure of toughness. The styling is burly but utterly unlike the other trucks out there, with a relatively short hood and long flanks that all but obliterate the separation between the box and cab. It's a rear-focused design, with bunched haunches and a forward-thrust C-pillar giving the impression of a slingshot at the ready, according to Toyota's designers. The trapezoidal grille is bold and unique, giving the Tundra a measure of the instant-recognition that's vital in discerning full-size pickup loyalty. You can't be noticed without a family crest in this business, after all.

The Tundra is available with a greater range of cab and body styles than before, with a choice of bed lengths, cab lengths and even an extended crew cab to compete with Dodge's Ram Mega Cab. The Tundra is a full ten inches longer, five taller and four wider than comparable models from last year.

The interior styling doesn't give in to the current trend of making trucks more carlike; it's bold, boxy and modern. Convenience features like a light-touch, damped tailgate, a backup camera that's positioned to aid in hooking up a trailer and available Bluetooth hands-free connectivity add consumer appeal. The available center console is massive, large enough to hold hanging file folders and a laptop with space left over, and niches in the lid will hold business cards, pens, tissues and a variety of other important small objects. No fewer than half a dozen small cubbies are scattered around the cab as well, to capture cell phones, spare keys, tape measures and whatever else finds its way into the truck. The passenger seat even folds down to become a temporary desk, when necessary.

Toyota paid attention to the needs of rear-seat passengers as well. In Double Cab models, the rear doors are forward-hinged for easier ingress, and there's enough knee room for full-sized adults. The long-wheelbase Crew Max has a full twelve inches of additional legroom, and the rear seat adjusts fore and aft and includes a reclining backrest. Move the seat forward and there's enough space behind it for luggage without having to kick out any passengers.

An all-new 5.7 liter V8 joins Toyota's familiar 4.7 V8 and 4.0 V6 in the lineup as the largest and most powerful engine ever offered in a Toyota truck. The 381-horsepower 5.7 V8 should put to rest all of the preconceptions about the Tundra being weaker than other full-size pickups. All three powerplants are definitively truck engines, tuned for high torque. Dual overhead cams, variable valve timing and electronic controls are used across the board. From an environmental standpoint, all Tundras are ULEV-rated; from a driver's-wallet standpoint, they'll all burn regular-octane gas in spite of their relatively high compression. On the road, the new 5.7 offers stunning acceleration when the pedal's floorboarded, and it sounds good, too. A six-speed automatic transmission is standard with the 5.7, so at freeway speeds the big engine is turning at comfortably low revs. So, is it really that tough? Toyota let us drive a 5.7-equipped Tundra Crew Max with an eight-thousand pound camper trailer attached to the back, and we can report that the half-ton Tundra is more than capable of pulling loads generally left to a three-quarter ton heavy-duty pickup. Heavy-duty cooling and electrical systems are available.

The frame is stiffer thanks to rolled-lip C-channel construction, and it's also six inches wider. The dual A-arm, coil-sprung front suspension and leaf-spring rear are pickup truck staples. The frame is tapered at the rear, allowing a trapezoidal mounting of the rear leaves that improves lateral stability, especially when towing. It works; with the big trailer attached, the Tundra porpoised over the road, but side-to-side sway was minimal. The suspension is compliant, for a truck, and noticeably stiff with the available off-road tuning. That said, the Tundra still sports Camry-like two finger power steering response. Four-wheel anti-lock brakes are standard equipment, and the big brake rotors mean that 18" wheels are standard equipment as well.

Toyota's STAR safety suite is standard on all Tundras, and includes anti-lock brakes, vehicle stability control, traction control, Brake Assist and electronic brakeforce distribution.

The Tundra is on sale now. Pricing starts at $22,290 for a V6 model and $23,430 for V8 power.

Specifications:
All specs are for the 2007 Toyota Tundra SR5 Double Cab.
Length: 247.6 in.
Width: 79.9 in.
Height: 76.0 in.
Wheelbase: 164.6 in.
Curb weight: 5200 lb. (est.)
Payload: 1465-1755 lb.
Towing capacity: 10.600 lb.
Engine: 5.7 liter DOHC V8
Drivetrain: six-speed automatic, rear-wheel drive
Horsepower: 381@ 5600
Torque: 401 @ 3600
Fuel capacity: 26.4 gal.