I was driving a 2004 Tundra double cab 2WD for work from May to December last year, some thoughts on the review:
Front suspension is double wishbone, specially designed to reduce the 2007 Tundra's turning circle compared with the outgoing model. A heavy-duty hydraulic power steering pump is used.....A U-turn can be made in surprisingly tight conditions.
Good, that was one complaint I had with the previous model, the turning circle was a bit large
We really benefited from the traction control and stability control in some very bad weather experienced during our time with the Tundra, although it was wearing Blizzak winter tires, which certainly enhanced control. Fact is, the Tundra was reassuringly controllable, and we didn't slide around at all.
That is an ace feature in a pickup. Nice to see it is available on the GM's too and probably everyone else when they redesign. Did some pretty good ice slides at highway speeds between Calgary and Edm with the Ford the previous winter, not a nice feeling in a tall truck.
The "carved out of a solid block" metaphor is becoming really tired, and I apologize for using it, but that's what the Tundra feels like, so there you have it.
A noticeable feature of the old one, driving it felt like (what I imagine) a Mercedes/Lexus pickup would be like.
The 4.7L engine found in our vehicle turns at very low rpm's on the highway, and its operation is hardly discernible in the cab. Wind noise is also low, enabling the standard and quite acceptable AM/FM/CD audio system to be easily heard.
That would be the same as the old truck, the 4.7 is very refined with an exhilarating motorcycle type feel as it revs out.
The cabin is filled with compartments, work surfaces, containers and storage spaces, which along with the overall practical layout, is a testament to the work done by Toyota in consulting with truck owners before they built it, and determining key desired features.
This would be an improvement, the old truck was ok but not outstanding.
As a contractor, my chief concern with any truck is strength and durability and in this I was immediately reassured. The chassis and suspension, even on the basic rear-wheel drive model I drove, is rock solid. That comes through in the ride and is confirmed by a glance underneath. In my view, this truck is built to take it.
Mechanical construction of the old one seemed simple and well thought out. It looked like an easy truck to work on. Was wondering if Toyota's big presence in the third world truck market has some play here.
The 4.7-litre steel block V8-engined Tundra is gutsy, quiet and surprisingly light on gas. The engine is quite adequate power-wise, but I question whether cam belts on hard working engines in our Canadian climate will hold up. Time will tell, I guess. Again, as a contractor, my concern is strength and durability. So for me, the optional 5.7-litre aluminum block V8 engine with chain driven cams would be the choice, period.
Only have mileage records on one trip Lethbridge-Camrose in the winter: Up 16.2 l/100km or 17.4 mpg, Back 14.7 l/100km or 19.2 mpg. From reading about Tundra trouble spots the 4.7 is a very solid engine, should be no worries. Cam belt change is of course an extra cost. Intervals are 145,000 km apart.
The 5.7 does sound like the ultimate engine, especially as it comes with the 6 speed auto and appears to have real world mileage at least as good as the 4.7. A significant jump in price but probably good for resale, and fun every day. A diesel would be a great option though, the first maker with a 1/2 ton diesel will sell a lot of trucks.
Compared to the previous model it seems like they took some money out of the interior but put a lot into the rest of the truck, adding size, features and power. The 5.7 versions are priced about the same as the 4.7's used to be.
