Toyota Stages World Debut of All-new 2007 Tundra CrewMax At The 2007 North American International Auto Show


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January 7, 2007 – Detroit - Toyota Motor Sales (TMS), U.S.A., Inc., unveiled the all-new 2007 Tundra CrewMax full-size pickup at a press conference here today at the 2007 North American International Auto Show. CrewMax, arriving at dealers in March, will join the Tundra Regular Cab and Tundra Double Cab models, which arrive in February.

Designed, engineered and built in America, the formidable Tundra line-up will set a new standard in the full-size pickup truck segment for performance, capability, standard safety features and styling.

"Tundra brings proven Toyota engineering, quality and durability to an intensely competitive full-size pickup market," said Jim Lentz, Toyota Motor Sales executive vice president. "The all-new Tundra is a historical launch for Toyota, because we are significantly increasing our production potential and presence in the full-size pickup truck category."

Larger in every dimension than the model it replaces, the 2007 Tundra is available in 31 model configurations, with a choice between 4x2 and 4x4 drivetrains. The 2007 Tundra offers three cab styles, three wheelbases, three bed lengths, three engines, and three trim levels. Tundra has been engineered for "true truckers" and can be configured to serve as a work truck, recreational truck or luxury family truck.

The 2007 Tundra brings the "power of the fist" design theme of the Toyota FTX Concept Truck to the showroom. From the side, the body's distinct "barbell" form with pronounced wheel arches conveys the truck's inherent strength. Character lines and fender flares add dimension and strength as well as an unwavering stance. The SR5 and Limited Grade models stand apart with a bold chrome grille surround.

Tundra backs up its tough new styling with the performance of an available new 381-horsepower 5.7-liter i-Force V8 engine teamed to a new six-speed automatic transmission. The i-Force 5.7 is one of the most powerful engines to be made available in a half-ton full-size pickup.

Tundra offers three cab styles: Regular Cab, four-door Double Cab, and the super-sized four-door CrewMax with the segment's leading rear-seat legroom. Tundra Regular Cab comes in DX trim level and can be upgraded to SR5 with an option package; the Double Cab and CrewMax models come in SR5 and Limited trim levels. Tundra offers high levels of user technology, including available Bluetooth cell phone compatibility, high-end audio and an optional navigation system that integrates a wide-screen rear backup camera.

Power for Big Jobs
The 2007 Tundra offers three levels of power. In Regular and Double Cab models, a standard 4.0-liter V6 produces 236 horsepower at 5,200 rpm and a healthy 266 lb.-ft. of peak torque at 4,000 rpm. The mid-grade option for these models – and standard for the CrewMax models – is an enhanced version of the proven Tundra's 4.7-liter i-Force V8 producing 271 horsepower at 5,400 rpm and 313 lb.-ft. of peak torque at 3,400 rpm.

Tundra models equipped with the 4.0-liter engine will have city/highway fuel economy ratings of 17/20 mpg. Tundra 4x2 and 4x4 models equipped with the 4.7-liter engine will both have city/highway fuel economy ratings of 15/18 mpg.

Both the V6 and the i-Force 4.7 V8 feature DOHC 4-valve cylinder heads and Variable Valve Timing with intelligence (VVT-i) for responsive power across the engine's operating range. Both engines are teamed exclusively with a five-speed automatic transmission that offers greater flexibility than competitors' four-speed automatics.

Updated flex lock-up torque converter control enhances transmission response and efficiency. For added driver control, the Tundra five-speed automatic features uphill / downhill shift logic. All Tundra models feature sequential shift as standard equipment.

i-Force 5.7 – A Force to be Reckoned With
The Tundra's trump card under the hood is an all-new 5.7-liter i-Force V8 that is available in every model configuration. Specifically designed for full-size pickup applications, the i-Force 5.7 uses a long-stroke configuration (stroke dimension of 4.02 in. is more than the bore width of 3.70 in.). As a result, in addition to its impressive 381 horsepower at 5,600 rpm, the i-Force 5.7 unleashes 401 lb.-ft of peak torque at 3,600 rpm.

Tundra 4x2 and 4x4 models equipped with the 5.7-liter engine will have city/highway fuel economy ratings of 16/20 mpg and 14/18 mpg, respectively.

The i-Force 5.7 V8 uses aluminum for the cylinder block and DOHC heads. This engine's more advanced Dual VVT-i controls valve timing and overlap on both the intake and exhaust valves, which also helps optimize power, fuel efficiency and emissions.

On all Tundra engines, the Acoustic Control Induction System (ACIS) uses butterfly valves inside intake manifold to switch the length of the intake tract in two stages, based on rpm and throttle angle, to improve torque across the engine speed range. Tubular stainless steel headers flow into a full stainless steel exhaust system with laser-welded, high-capacity mufflers for optimal efficiency and a commanding, powerful sound.

The i-Force 5.7 and 4.7 share a crank-hold electronic starter control that uses a "twist and release" ignition switch. The ECM controls the starter relay to prevent failed starts and "grinding" on a re-start attempt. Both the 5.7- and 4.7-liter Tundra engines meet the Ultra-Low Emissions Vehicle, or ULEV II, emissions certification.

The i-Force 5.7 is teamed exclusively with a new six-speed automatic transmission, which is only slightly larger than the five-speed automatic. Shift logic adapts the transmission's shift maps to driver input.

Both Tundra transmissions use new Toyota "WS" (world-standard) fluid with a flat viscosity/temperature curve (cold viscosity is close to warm viscosity). This fluid reduces friction and wear, enables faster vehicle warm-up, and never needs to be replaced.

Next year, select 2009 Tundra models equipped with the 5.7-liter V8 will offer flexible fuel capability with E85 ethanol.

Chassis Built for Capability, Control and Ride Quality
The 2007 Tundra is built on a new frame that is optimized for vigorous work duty, impact safety, and ride quality. There are three Tundra wheelbases: 126.8 inches for Regular Cab/standard bed models; 145.7 inches for Regular Cab/long bed, Double Cab/standard bed and CrewMax models, and a massive 164.6 inches for Double Cab/long bed models.

The Tundra's advanced TripleTech frame uses wide, full-boxed frame rails for the front portion, reinforced C-channel under the cab and an open C-channel underneath the bed to maximize strength, ride quality and durability.

Compared to the previous Tundra, the new model features more reinforced areas, increased high strength steel, increased steel gauge, and higher-rigidity suspension mounts. The engineering pays dividends in both work capability and ride-and-handling.

The double A-arm front suspension uses coil-over spring shock units, and a front-mounted steering rack helps enhance steering feel and response. The Tundra is equipped with the largest standard wheels in the segment – 18 x 8 inches with 255/70 R18 tires. Limited grade models step up to standard 18 x 8-inch aluminum-alloy wheels with wider 275/65 R18 tires. As an option, Limited models can be outfitted with factory-optional 20-inch alloy wheels with 275/55 R20 tires.

Compared to the previous Tundra, an increased tire-turning angle reduces the turning radius. The rear suspension features staggered shocks that are mounted outboard of the leaf springs to improve the shock's dampening efficiency. Spring rates have been tuned to provide a flat vehicle stance when fully loaded, and the spring "toe-out" mounting improves towing stability. Tuned bump stops improve controllability with large loads.

An optional TRD (Toyota Racing Development) Off-Road Package is available and combines off-road tuned suspension featuring Bilstein gas-charged mono-tube shock absorbers; 275/65 R18 B.F. Goodrich Radial T/A off-road tires on unique 18-inch alloy wheels; fog lamps, and special graphics.

The Segment's Most Advanced Brakes
Toyota equipped all new-model Tundras with the segment's most advanced standard braking systems. The four-wheel disc brake system uses large ventilated rotors front and rear: the front rotors measure 13.9 inches in diameter and 1.26-inches thick, with four-piston calipers. The rear discs measure 13.6 x 0.71-inch and use two-piston calipers. Anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist (BA) are standard on all models.

EBD optimizes brake pressure at each wheel for greater control under braking, especially when cornering. The Brake Assist system is designed to determine if the driver is attempting emergency braking. If the driver has not pressed firmly enough on the brake pedal to engage the ABS, the system supplements the applied braking power until pedal pressure is released.

A New Level of Pickup Truck Traction Management
The 2007 Tundra scores another first for the full-size pickup truck segment by equipping every model with the company's most advanced traction-enhancing dynamic control. First, the standard Automatic Limited-slip Differential (A LSD) provides computer-controlled cross-axle torque management that allows some wheel-spin (necessary for some surfaces). Compared to a conventional mechanical limited slip differential, the A-LSD system helps provide better acceleration in deep sand or mud and on low- or mixed-friction surfaces.

The combination of A-LSD and Vehicle Stability Control (VSC) as standard equipment on every model is a significant first in the segment. In contrast, some competitors restrict these important safety systems to certain models. The Tundra's VSC system integrates traction control (TRAC) on all models, and enhances traction on or off-road by helping to keep the vehicle going on its intended course. VSC detects front-wheel slide and rear-wheel slide during cornering and attempts to control either condition with throttle intervention and/or by braking individual wheels.

The integration of these technologies also brings with it driver-selectable versatility to tackle just about any road surface or driving condition. "Normal" mode enables all traction and stability capability. "TRAC Off" activates A-LSD, to help extricate the Tundra from extreme conditions. The "VSC Off" mode turns off all of these systems.

4x4 Capability
The combination of A-LSD and VSC gives the two-wheel drive Tundra models far better traction in more situations than could once be expected from a pickup truck. For more demanding conditions, Tundra's 4x4 configurations offer a part-time, shift-on-the fly four-wheel drive system featuring a six-pinion planetary reduction gearset to provide HIGH and LOW ranges. The driver selects the drive mode using a dial on the dash.

The V6 and i-Force 4.7 V8 Tundra models' rear differential uses a 9.5-inch ring gear, and the i-Force 5.7 models step up to a 10.5-inch ring gear – one of the largest in the segment. All Tundra differentials are made using new machining technology: "face hob" gear cutting for ring and pinion gears yields stronger tooth form and a greater engagement area for increased torque capacity and reduced gear noise.

Safety
On the safety front, all Tundra models feature the STAR safety system as standard equipment. As a result, Tundra will offer one of the most comprehensive suite of standard safety equipment in the full-size pickup market. The STAR safety system found on all of Toyota's SUVs includes ABS, Electronic Brakeforce Distribution (EBD), Brake Assist, Vehicle Stability Control (VSC) and Traction Control (TRAC). Tundra is the first full-size pickup to feature standard front and rear seat side and roll-sensing side curtain airbags in all models. Three-point seatbelts and adjustable headrests for all seating positions are likewise firsts in the segment. The front seatbelts integrate pretensioners and force limiters.

Towing Capability
The optional Tow Package for i-Force V8 models increases towing capacity significantly, up to 10,800 pounds, depending on the model and drivetrain (see specification sheet). The Tow Package is available on all V8 models and is standard on Double Cab Long-Bed models.

The Tow Package starts with a one-piece hydro-formed towing receiver integrated into the frame prior to bed installation. The structure attaches to each side of the frame around the rear spring shackles' frame cross-member with 12 bolts. Tow Package rear springs provide increased full-load rear suspension height and maintain full range of suspension travel. The Tundra stays level even with 1,000 lbs. of tongue weight or payload.

The Tow Package also upgrades Tundra's cooling and electrical systems. A water-to-oil engine oil cooler speeds engine warm-up and reduces friction at startup. The automatic transmission fluid warmer – first in the segment – warms the fluid quickly under cold ambient conditions, and the instrument panel gains an automatic transmission fluid (ATF) temperature gauge. A power steering fluid cooler is added below the radiator.

Electrical upgrades include an under-dash connector pigtail for a third-party trailer brake controller, both a seven-pin and a four-pin trailer brake connector near the hitch, and a higher output alternator (depending on engine). The final touch is a set of optional telescoping towing mirrors (available on 5.7-liter V8 models only). When the Tow Package is ordered for the 5.7-liter-equipped Tundra, its six-speed automatic transmission gains a TOW/HAUL shift mode, selectable by a dedicated switch. The TOW/HAUL shift mode applies specific logic for transmission upshift and downshift control, favoring and holding lower gears when accelerating or decelerating to enhance driver control and safety.

Three Bed Sizes
Tundra Regular Cab and Double Cab models are offered in standard bed
(78.7-inch) or long bed (97.6-inch) configurations; the CrewMax comes with a short bed (66.7-inch). In all models, the bed measures 22.2 inches deep. The Tundra's new lockable all-steel tailgate, with tailgate assist, can be effortlessly opened and closed with just two fingers – and it can easily be removed. A standard cargo lamp provides generous illumination at night.

A Deck Rail System, standard on Limited grade models and available on all others, adds to cargo bed versatility. Featuring adjustable tie-down cleats connected to the rails of the all-steel bed, the rail system can be used to secure many types of loads, with a 220 lbs. rating per attachment. The roster of Genuine Toyota Accessories available for the Tundra includes a number of cargo bed enhancements, including a tonneau cover, bed mat, bed liner, bed extender, Deck Rail accessories, storage boxes, cargo divider, tie-downs and utility hooks.

Front Office "Command and Control"
Inside the new Tundra, the driver is surrounded by a U-shaped "command and control" center that helps provide an unobstructed view of the road and gauges, while keeping all knobs, switches and buttons within easy reach. Dash and door panel forms emphasize function yet are far from austere.

Before crafting the Tundra interior, the designers studied "true truckers," customers who put the greatest demands on their pickups, including ranchers, foremen and construction workers. Because many true truckers wear protective clothing as part of their jobs, the new Tundra features large door handles and easy to turn control knobs that can be operated even while wearing work gloves.

Owners who spend a lot of time on the job site often use their trucks as mobile offices, so the designers gave Tundra increased storage capacity for this usage. The 3.4-liter upper glove box can hold a standard Thermos™ bottle, with additional space available in the 9.5-liter lower glovebox. The massive center console on bucket-seat models can hold a laptop computer or hanging file folder storage – a pickup truck first. For optimal comfort, the center console armrest features a four-inch slide range. The Tundra cockpit provides two 12v DC power outlets – one on the dash and one in the center console. CrewMax models add a third outlet at the rear of the center console. For added convenience, the outlets remain live for up to two hours after the ignition is switched off.

Room and Comfort for the Whole Crew
The Regular Cab offers more behind-the-seat storage than other pickups, and the Double Cab features front-hinged doors that open to 80 degrees for easy passenger access.

The Tundra Double Cab models provide a roomy rear seat with a 22-degree backrest angle and 34.7 inches of rear legroom for comfort on par with some midsize sedans. The Tundra CrewMax lives up to its name, providing a limousine-like best in class rear legroom at 44.5 inches in its rear most position. Moreover, CrewMax rear seat versatility is enhanced with the segment's only reclining and sliding rear seat. A 10-inch slide range allows the owner to custom-tailor passenger comfort and room for onboard cargo. CrewMax models provide additional storage under the rear seat.

On Double Cab and CrewMax models, the standard power rear windows retract completely into the doors. The Regular and Double Cab models offer a split sliding rear window to enhance interior ventilation, with a power vertical slide-down rear window standard on CrewMax models.

The 2007 Tundra offers four interior colors, including richly textured fabrics and deep-grain leathers available in four colors. As another nod to refinement, CrewMax limited models offer an optional power tilt/sliding moonroof with an automatic variable-position wind deflector.

Interior Storage
Toyota maximized space and added convenience within all Tundra cabs. A concealed compartment to the right of the shift lever can hold a Thomas® guidebook. The built-in toolbox behind the rear seat of all models provides clean, accessible storage for the jack, handle and lug wrench. In Double Cab and CrewMax models, the rear seat backs fold in an easy one-hand operation to provide a flat floor storage area. In all Tundra models, the front doors feature large storage pockets and can also hold two 22-ounce bottles. Rear doors on Double Cab and CrewMax each hold one bottle.

Leave the Job Site Behind Once You Get Inside
Once inside with the doors closed, occupant comfort starts with controlling the temperature. Standard High Solar Energy Absorbing (HSEA) glass helps filter solar heat and most UV (skin-sensitive) light energy entering the vehicle, reducing occupants' sun exposure, helping to keep the interior cooler and enhancing durability of interior materials. Limited grade models receive standard IR-cut glass, further reducing solar levels from infrared rays.

The Regular Cab DX and all SR5 grade models come standard with a versatile dual-zone manual climate control system with a seven-speed blower, sync-mode and a replaceable dust and pollen filter. In Limited grade models, the standard dual-zone automatic climate control system features a segment-first independent upper/lower temperature control. Its cooling performance reduces cabin-cooling time by five to 10 minutes compared to the previous Tundra.

The four-spoke steering wheel features standard audio controls in Limited grade and on the Double Cab with the optional JBL audio system. The available manual tilt and telescoping steering wheel is a first in the segment, as is the available power tilt and telescoping steering wheel. Showing Toyota's attention to detail, the rolling-ball telescoping steering shaft improves wheel-tilt feel compared to splined-sliding types.

Tundra Limited models give up none of the work ethic and add more refinement than ever seen on a Toyota pickup. A few more notable features that distinguish the Limited Grade models include: chrome, power-retractable, heated auto-dimming side-view mirrors; leather-trimmed, heated power-adjustable front bucket seats (10-way for driver, 4-way for passenger); an overhead console; rear door privacy glass; Optitron meters and a multi-information center featuring selectable readouts for the clock, outside temperature, and fuel economy; and a user-customizable interface that allows the Tundra owner to set keyless entry feedback; door unlock mode (one press/two press); automatic door locking programming; headlight auto-off timer, and the interior light timer.

Options to Entertain and Inform
The Regular Cab DX model comes with a standard AM/FM/CD stereo with four speakers and an audio input jack; SR5 models add a six-speaker system, and Limited grade models upgrade to a standard JBL AM/FM audio system with six-disc in-dash CD changer, 440-Watt 5.1 channel surround sound, 10 speakers (12 in CrewMax), Bluetooth® compatibility, and steering wheel audio controls. This system (with 10 speakers) is an option for the SR5 grade. All Tundra audio systems can play MP3/WMA formatted CDs.

CrewMax models offer an optional Rear Seat Entertainment (RSE) system that combines a nine-inch wide-screen LCD monitor, DVD player, two sets of wireless headphones and a remote control.

An available DVD navigation system includes a JBL audio system and integrates a rear backup camera. The camera automatically projects an image of what its lens can detect behind the vehicle onto the navigation system's LCD screen when reverse gear is engaged, excellent when backing up the Tundra to a trailer, or for positioning a boat trailer on a launch ramp.

A multifunction rear view mirror, standard on Limited grade models and optional for others, combines an electrochromic auto-dimming mirror with a digital compass and HomeLink® transceiver.

Backed by Toyota
Toyota's 36-month/36,000-mile basic new-vehicle limited warranty applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover the powertrain for 60 months/60,000 miles and corrosion perforation for 60 months with no mileage limitation.


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Hard to believe the Camry and now the Tundra have some nice styling or if you think they are ugly, at least they are styled!

Wow,

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So it has dual vvti, I am sure with direct injection, this will make over 400hp in the Lexus LX 570

Those brakes are huge. Nice upgrade from the poor brakes mine is cursed with.

Plus ,not a fan of that large chrome trim piece surrounding the grill, too domestic for me, but for the rest of the truck. :thumbup: :thumbup: :thumbup: :thumbup: Can't wait to test drive one and possibly put it at the top of my list to replace my current truck though it does not get driven often.

As an owner of a Tundra, :thumbup:

That smaller extra cab didn't do it for me.

Nice evolution from that last Tundra. I just wish the rear didn't look so much like the Nissan Titan.

Does the F150 or Silverado have "C" or fully boxed members under the cab and bed? Anyone know?

The Tundra grows up



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What Works:
Immensely powerful 5.7-liter V8, smooth shifting six-speed transmission, very good road manners, spacious and feature-laden cabin.

What Needs Work:
Frustrating logic for reverse camera, distracting instrumentation design, distant radio placement.

Bottom Line:
The new Toyota Tundra is now a serious contender in the full-size truck market.


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. In typical Toyota fashion, however, it can't be 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.


http://a332.g.akamai.net/f/332/936/12h/www.edmunds.com//media/roadtests/roadtest/07.toyota.tundra/07.toyota.tundra.int.500.jpg

- 10,000 lbs. towing
- 0-60 in 6.3 seconds
- 14.8 seconds on the 1/4 mile...

:woot:

All that stuff is fine and good... but what is the turning radius? The current Tundra wasn't the best at turning, so... if this one is bigger and longer and blah blah blah... if it can't turn for crap, then it's no better...:sad:

I'm gonna have to wait until someone crashes their new tundra. a 5.7L V8 sounds nice in a GS400 :D

All that stuff is fine and good... but what is the turning radius? The current Tundra wasn't the best at turning, so... if this one is bigger and longer and blah blah blah... if it can't turn for crap, then it's no better...:sad:

Yeah, I almost bought a new Ferrari F355, but it's turning radius was not that great so I passed........:p :p :p :p :p :egads:

o-60 in 6.3! Damn!

That truck is going to kick some arse!

Does the F150 or Silverado have "C" or fully boxed members under the cab and bed? Anyone know?

The F150 and the newest design of the Silverado that just came out are, to the best of my knowledge, fully boxed from front to back - no C channel crap. The previous gen Tundra used bolted-on cross members, too - go look at the F150 or Silverado... welded THROUGH the frame rails. Look at the actual size of the frame, too... the frame rails and cross sections on the Silverado and F150 are mammoth, at least compared to the previous gen Tundra.

Oh and F150 and Silverado used hydroforming extensively throughout the frame - I still haven't heard Toyota say that they are doing that for the Tundra - I'd think if they were, I'd be able to find mention of it somewhere, if not hear them bragging about it incessantly (much like their commercials are doing at the moment).

Toyota certainly has built a competitive truck, here, but I hope it's really up to standard underneath, as the last one was pretty darned weak in that regard.

I love this new truck!

I will have to see if I can trade it up with my 06 4Runner. I love it!

That's a very nice truck!

yikes, the test kicked arse on Edmunds. Very impressive that they loved it so much.

0-60 in 6.3 at Edmunds (!!!), with off road package is really damn impressive for brand new truck.

All that stuff is fine and good... but what is the turning radius? The current Tundra wasn't the best at turning, so... if this one is bigger and longer and blah blah blah... if it can't turn for crap, then it's no better...:sad:
apperantly better than before, according to Toyota... but you really go to drive it or have an comparo to really know how it compares...

If I could afford the gas cost I would totally buy that truck!

Thats VERY impressive for a truck that big. Kudos Toyota! But! Do you honestly know anybody that gets their Tundra dirty? :P

Oh man, now just imagine what a short-bed 4x2 stripper model would do at the track with the 5.7L, LOL. Now add in the possibility of a supercharged model and you have a monster on your hands. :D

damn 5.7 tundra can smoke the honda prelude I had

First Drive: 2007 Toyota Tundra


The Setup
The last Big Three-man standing wears a cowboy hat and boots and puffs a smoke. He's a he - there's no anti-chauvinist equivocating here - and he's as tough as he is weathered and beaten. But not beaten down. Not yet. He drives a Chevy Silverado or GMC Sierra, a Ford F-150 or a Dodge Ram. There are some 2 million sold per year, whether the way they're used matches that cowboy image or not. Two big Japanese-brand models would kill for that image and struggle to sell 200,000 big pickups per year between themselves.



Drive the new Tundra and you can't keep the John Ford western image out of your head, mostly because Toyota fosters it. The Tundra is Texas-built and the product of both Japanese and American designers, engineers and marketing mavens who have immersed themselves in ten gallon-hat culture. Drive it unaware of its badges, if you could, and you'd think you're driving the next Dodge Ram. Its long, massive hood qualifies for Nimitz-class aircraft carrier status. Its interior has the space of a Dallas-to-Houston drive, with storage bins that could stow an entire Scion dealership inventory. Interior handles and switchgear and stuff feels as if designed for Andre the Giant, someone bigger than you no matter who you are.



The only thing that might keep you from thinking of the '07 Tundra as an American pickup truck is your own nationalistic prejudice.

The Stakes
Number One. General Motors has sold more cars annually worldwide than anyone else, since 1931. Before the New Year, Toyota announced plans to build 9.4 million cars and light trucks in 2007. GM doesn't make such projections, but analysts predict GM will build about 9.2 million in '07. Toyota sold 112,484 Tundras in 2005 and hopes to sell about 200,000 in '07. If the new Tundra isn't a hit, Toyota won't pass GM quite so easily.



The Competition
Chevrolet Silverado/GMC Sierra: All new for 2007 and the best in the business, Motor Trend's Truck of the Year.

Ford F-Series: Market leader (thanks largely to GM's splitting its pickups into two divisions), with declining sales as its new-for 2004 F-150 ages. Ford has moved its replacement up to the 2009 model year (late '08 introduction). The '97 F-150 design served as the basis for the also-ran last-generation Tundra.



Dodge Ram: Also due for a 2009 replacement. The Ram has long been the most affected by fashion trends of the Big Three trucks, so it potentially has the most to lose to the new Tundra.

Nissan Titan: Will be all-new for 2010. Nissan has sold about 85,000 annually of its V-8-only pickup since its model year '04 introduction, roughly one-tenth of Ford F-150 sales. Not a contender so much as a way of keeping the few remaining Frontier buyers in the Nissan fold when they progress to a fullsize pickup. The next model will be available in a low-priced V-6 version.

The Irrefutable Laws of Physics
Despite extensive use of lightweight materials like an aluminum driveshaft in the new Tundra, it's a big, heavy beast. The upside is that towing capacity is up to 10,800 pounds (versus 7200 pounds max in the '06 Tundra). The downside is that an '07 Access Cab with the optional 5.7-liter iForce V-8 weighs about 560 to 575 pounds more than an '06 Double Cab with the 4.7-liter V-8. So while the new Tundra's arrival is depicted as the Second Coming in some circles, it doesn't defy its mass with revolutionary ride, handling or comfort.



The Drive
A 4.0-liter V-6 and a 4.7-liter V-8 are the only carryover pieces that make it into the 2007 Toyota Tundra. Three out of every five buyers will spring for the 5.7-liter iForce, its maker predicts, and that was the only engine available for our initial test drive.

The first thing you'll notice inside the Tundra is that it doesn't quite look like the inside of the Tundra. Photographs make the dashboard look top-quality, and more modern than the Chevy Silverado interior with its fake woodgrain (GM offers two distinct interiors in its new trucks. In the flesh, the Tundra's satin-nickel-style driver's cockpit trim falls on the cheesy side and the switchgear feels cheap. It's less harmonious with the black piano-style center dash trim than it looks in these photos. Toyota did take advantage of the expansive real estate inside the Tundra, and so there are plenty of nooks and crannys and cupholders, and the center console is large enough to carry clipboards and laptops.



American pickup trucks come in so many versions, they could constitute their own divisions (as GMC does). Engine choice, bed-length choice, cab configuration and option ranges are so wide that sticker prices typically cover a range from about $18,000 to $50,000. Toyota has gone that route with the new Tundra. It's available as a Regular Cab two-door with no rear-seat, four-door double-cab with front-hinged rear quarter doors that open to 80 degrees, or the full four-door CrewMax, with a reclining and sliding rear seat. The regular and double cabs come with a standard 78.7-inch bed or a 97.6-inch long-bed and the CrewMax is available only with a 66.7-inch short bed. All beds are 22.2-inches deep, have standard easy-lift/easy-lower tailgates and are offered with an optional Deck Rail system. And the Double Cab with the 97.6-inch bed has a whopper of a 164.6-inch wheelbase.



The V-6 and 4.7-liter V-8 come with a standard five-speed automatic, already one more gear than the 5.3-liter Silverado/Sierra. The iForce 5.7, optional on all configurations, gets a super-smooth six-speed automatic. You can buy a Tundra with rollup windows and without carpeting, but you can't buy one with a manual gearbox. Trim levels are DX, SR5 and Limited. TRD off-road and V-8 towing packages are available. A nav system with rear-view camera is optional, and if you want to treat your work crew to extra-comfy coffee breaks, there's a rear-seat entertainment system for the CrewMax with a nine-inch wide-screen LCD monitor, DVD player, two sets of headphones and a remote control.



If cabin quality falls short of expectations, what's under the hood exceeds them. Horsepower is 381 and torque is 401 pound-feet for Toyota's first aluminum truck V-8. That's better than the Silverado/Sierra's big V-8, which is an iron-block 6.0-liter rated 367-horsepower and 375 pound-feet. (The premium-priced Sierra Denali's aluminum 6.2 V-8 trumps the Toyota iForce at 400 horsepower and 415 pound-feet.) The Tundra 5.7-liter's 4x2 fuel economy, at 16/20 mpg is better than the Silverado/Sierra's 15/19 mpg, but if you add 4WD, Tundra's EPA drops to 14/18 mpg, while the 4x4 system doesn't hurt the Silverado/Sierra ratings.



A CrewMax Limited with rear-wheel-dive and the 5.7-liter engine provided our first taste of the new Tundra. There's more evidence of the cost-cutting interior between the front bucket seats, where the gearshift, with its plastic-chrome wrap feels flimsy. And with its roomy, tall and upright driver's seat, this monster truck could use power-adjustable pedals, but they're not available. That's an acceptable omission only if Toyota plans to sell it only to brawny construction workers.

The 5.7-liter iForce combined with a short first gear in its six-speed automatic makes for satisfyingly quick launches, though. While the 5.7 has a quiet idle, it produces a loud rumble under full throttle. The quickness plateaus, smoothly, just past the midrange. Meanwhile, the engine's noise competes with significant wind noise. It's not annoyingly high, but more than expected from a Toyota. Of course, most Toyotas don't have big truck side mirrors.

The 4x2 CrewMax exhibited some jounce over crummy roads; nothing unexpected from a big, unladen pickup, and a deficit we've noted even regarding the 2007 Chevy Silverado Truck of the Year. The CrewMax was equipped with 275/55R20s on 20-inch alloy wheels, and in this form the rack-and-pinion steering feels slow and rather numb. Everybody likes ridiculously big wheels these days, but here the Laws of Physics intervene. Jump out of a CrewMax and into a 4x2 Regular Cab with the 5.7 and 18-inch wheels and you'll find the steering has much crisper turn-in and better feel and feedback. Smaller wheels and tires comprise the only variable that could explain this difference.



What's more, the Regular Cab 5.7 is the hot rod of the lineup, the Tundra to buy if your other Toyota is a V-6-powered Camry SE. Keeping in mind that this is a big, tall, heavy vehicle, its handling is no better than any other big truck.

All Tundras have control arms and low-pressure gas shocks in front, with a 1.4-inch diameter anti-roll bar and a live rear axle with leaf springs and nitrogen gas shocks, plus four-wheel antilock brakes, electronic braking distribution, brake assist, traction control and vehicle stability control. Four-wheel-drive automatically gets you active traction control.



Apart from being bereft of adjustable pedals, the new Tundra cannot be faulted for its level of standard safety and stability equipment and optional convenience, sport and luxury equipment. It's a big, all-American truck, as much so as any Chevy, Ford or Dodge.

The Conclusion
What follows, then, is a comforting revelation. For years, GM, Ford and Chrysler have deserved criticism for improving their cars and trucks without making them good enough. They tend to target "current models" and then the benchmarked foreign automaker trumps them by getting a much-improved, all-new model on the market about the same time. They were chasing the last Camry without thinking about how much better the new Camry would be.



Toyota does the same thing. That's the revelation. The second-generation Tundra is finally in the hunt, just as the new Saturn Aura is a credible competitor for the new Camry.

Is it as good, or better, than the class-leading Chevy Silverado? An early drive, without the chance to compare them side-by-side indicates that Toyota has been chasing the last Silverado (and the current Ford F-150 and Dodge Ram, which each have less than two more years of shelf-life).

Finally, the Tundra is big enough to run in this pack. Toyota designers have gone out of their way to make the truck look even a bit bigger than its competition. The new V-8 is as smooth and powerful as the best of its competitors. The ride and handling is, for the most part, competitive. The interior falls short - perhaps the last thing over which you'd expect Toyota to stumble. It's a relief to find that Toyota is human, that it didn't perfectly pull off the threat of a serious, big truck for a segment that the Big Three still own. It will be an even greater relief to the Big Three.

2007 Toyota Tundra
On third try, Toyota finally goes large


For all of its ballyhooed product prescience—its apparent ability to build the right vehicle for every automotive segment on the planet—no one would argue that when it comes to full-size American pickup trucks, Toyota is down to its third strike.

To carry that all-American baseball metaphor one further, the Japanese juggernaut might be the New York Yankees of the car world, but on big trucks the company is facing a 3-2 count, with two outs, in the bottom of ninth.

Not surprisingly, with the all-new 2007 Tundra, Toyota has reached down deep, taken a solid cut and connected for a base hit. Time and the marketplace will tell whether the truck is a mere single or a surprise in-the-park game-winning homer. Our guess is it’ll slide in as a solid second bagger—second to competition coming from General Motors’ all-new 2007 Chevrolet Silverado and GMC Sierra pickups that went on sale in October (“Pull-Ahead Program,” Nov. 6, 2006), but a clear favorite over Nissan’s Titan and the Dodge Ram. How the Tundra does against the aging mom-and-apple-pie Ford F-150 will determine how big Toyota’s win will be—and most likely whether the company will claim the title of world’s largest automaker in 2007.

GM, with its new trucks, might be the only automaker that needn’t panic about Toyota’s onslaught on this last bastion of the American market; Ford’s four-year-old F-150, Dodge’s niche Ram and Nissan’s Titan—formerly the lone Japanese full-size pickup—will spend the coming year with the Texas- and Indiana-built Tundra closing quickly in the rearview mirror.

Though Toyota is the new kid on the big-truck block, the company is no stranger to the truck business. Toyota introduced its first trucks to U.S. buyers some 40 years ago, starting with the Land Cruiser-based FJ45 pickup that sold in the U.S. for just one year. It was followed by the 85-hp half-ton 1964 Stout. Though hardly a sales success, Stout taught Toyota the lessons it needed to develop the HiLux, the truck credited with establishing Toyota’s small-truck credentials in the U.S.


It wasn’t until 1993, however, that Toyota turned its sights on the large-truck segment, taking its first shot with the T100 pickup. Though considerably larger than Toyota’s compact pickups, it remained a V6-powered baby beside the trucks offered by the Big Three brethren. Shot No. 2 came in 1999 with the introduction of the Tundra, Toyota’s near full-size pickup. Powered by a torquey 4.7-liter V8, the U.S.-manufactured Tundra won critical acclaim, but not American hearts. Attempts to “get bigger” with the 2004 Double Cab proved a mere stopgap until the true full- size truck could be developed.

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.

In our test driving of 5.7-liter models, we never lacked power, whether off the line or at highway passing speed. The rack-and-pinion steering is spot-on and centered, while the suspension smooths out most road imperfections without much of the rebound and skate typical of pickups.

We remember how past Tundras tended to flex over even modestly rough terrain—especially the Access Cab models—so we deliberately took the new truck into some tough off-road trails to test its moxie. For ’07, the all-new frame is fully boxed for the front half of the truck, with heavily reinforced “C” channel frame bits for the rear to help reduce low-frequency vibrations and smooth out the ride. Toyota didn’t get into percentages of improvement in stiffness, but it’s safe to say this truck is now a rock in the ruts. Ride is enhanced with rear shocks mounted outside the rear leaf springs (à la Ford F-150), and the rear spring rate is tuned to provide a level ride height with or without a load. The turning radius is drastically reduced, and stopping power is solid from the four-wheel disc brakes, which are touted as biggest and thickest in the class. Standard wheel size is 18 inches; 20s are optional.


Want to tow or haul? Tundra can be set up to pull up to 10,800 pounds or carry up to a full ton of cargo in its 22.2-inch deep bed. We towed a 9500-pound trailer on interstates, back roads and city streets in horse country in and around Louisville, Kentucky. While we wouldn’t call it effortless, it wasn’t quite the pain in the hitch we thought it would be.

Toyota tossed in plenty of the standard and optional features we’ve come to expect in trucks—extra power outlets, leather seats, navigation system, rear-seat entertainment—you get the idea. But it’s the unexpected stuff—12-volt outlets that stay powered for up to two hours after the truck is shut off, an extra upper glovebox big enough to hold a Thermos, a center console rigged for holding hanging file folders, dual-zone and bi-level climate control adjustable for upper and lower temperature, not just side-to-side, and reclining and sliding second-row seating (CrewMax only)—that gives Tundra an extra edge.

Tundra’s integrated styling sets it apart from most of the competition, but from our vantage point, the Titan and Ram are still more aggressive and distinctive. Designers said they made a decision to increase the size of panel gaps to make the truck appear bolder; we’ll let you decide on that one.

Tundra comes in 31 possible configurations, from Regular Cab short bed (66.7 inch) rear-wheel drive to the fully maxed 4x4 CrewMax with a long bed (97.6 inch) and TRD off-road package. The most rollicking package is the Regular Cab short bed rwd model fitted with the big V8—we couldn’t help but smile as we laid down row after row of fresh rubber. Now that’s truckin’ fun.

The Tundra goes on sale in February, and the company is gearing up to sell 200,000 of the trucks annually, with capability of additional production if necessary. If Tundra meets those projections, Toyota will easily overtake Ford for second place in all U.S. vehicle sales in 2007 (even though Ford sells three times as many pickups) and become the world’s largest automaker. No matter how you’re scoring it, that’s a win for Toyota.

Does the F150 or Silverado have "C" or fully boxed members under the cab and bed? Anyone know?

F-150 has fully boxed members.

Go here and click 'frame' section.
http://www.fordvehicles.com/trucks/f150/truth/

Plus ,not a fan of that large chrome trim piece surrounding the grill, too domestic for me, but for the rest of the truck. :thumbup: :thumbup: :thumbup: :thumbup: Can't wait to test drive one and possibly put it at the top of my list to replace my current truck though it does not get driven often.

I agree on the grill - but the overall exterior looks good and the new full 4 door looks much better to me than the short reverse rear roor model.

I still don't like the dash materials/design though, but I've no doubt it's an excellent truck.