Time to look out, Big Three

Time to look out, Big Three
Photos by -Autonet.ca
WADE OZEROFF
Published: 16 03 2007

Conceived for our super-sized society, and birthed at the company’s Texas plant, Toyota’s last frontier before their eventual domination of the auto market, the work truck, comes to us in a fully-reformed and equipped-for-battle body that covers the underpinnings of a revolution in pickuppery.

Toyota’s newest Tundra addresses the Big Truck mindset that is everything here in North America. While previous generations of the Tundra were not exactly small trucks (that niche is occupied by more play-oriented platforms like the Tacoma and similar sized competitors), the latest model is truly a big worker.

First unveiled at their new Texas plant last fall, the Tundra hits our streets fully equipped and prepared to take on the best of the Big Three’s Detroit fleets on their home turf; head-to-head on every count.

This includes offering a bewildering array of configurations and choices, ha ha! Three cab styles, three bed lengths, two engine choices, various suspensions, two trannys and a price point that can roam between a starter of $25,255 up to $51,955

For our purposes in our Autonet Road Test today, let’s just stick with the SR5 4x2, double cab long bed.

As stated, it’s big. The latest Tundra is the equal in size and husk of an F-150 or Ram, and just as tall.

With its standard trailer hitch and four-pin wire harness (and towing mirrors on the test vehicle), it starts off well.

Mine used the smaller of the two engines offered on ’07 Tundras, a 4.7 litre V8 (iForce, as Toyota has branded it), which could pump 271 horsepower at 5400 rpm, and generate a respectable 313 lb-ft of torque. It still offered decent acceleration and low-end grunt from the 32 valve DOHC variable-valve-timed powerplant; though undoubtedly less than the heavier-duty 5.7 that the vehicle can also be had with.

A suspension fit for a working truck kept the ride feeling, well, truck-like: There’s a solid-axle leaf-spring rear and double wishbone front, and a new shock absorber Toyota has introduced for the Tundra in 2007. It has a decently tight turning circle for a hauler of its size, too.

The ladder-style frame’s stiff, and reinforced with eight crossmembers; Toyota has designed the truck for durability in real-life work situations.

It made me wish I had a piano I needed to haul somewhere, really. Sadly, I did not, so I have to take Toyota’s word for the payload capacity (1,900 lbs, or about 862 kg), and ditto the towing ability (up to 10,800 lbs, or 4,900 kg, when configured right).

Inside, while the test vehicle was a fairly spartan and basic affair, the Tundra is still equipped with standard A/C, a CD/MP3-capable sound system with auxiliary jack, tilt steering and power windows. The tester we used here at Autonet also upped the featury-ness with the inclusion of dual zone climate control .

What it didn’t include, sadly, were leather seats, which would drive the cost up, but would be an improvement over the cloth currently used in the baser Tundra interiors.

(Picky, picky, I know, but it was pretty hard to find anything to dislike in the new-gen Bigboy from Toyota, so bear with me here.)

All the interior knobs (and exterior gripping surfaces, like door handles) on the truck are, intentionally, large and bulky; designed for gripping while wearing gloves.

And that’s the nice thing about this truck — it truly was conceived for work. In my opinion, no one needs a pickup unless they’re working with it, and Toyota has not built a posermobile here.

Its detractions are inherent in the vehicle’s purpose: it’s not a great "city" driver (though, I’ll tell ya, it was a good thing to be driving the past week here in Pothole Town). The V8 engine is not the most economical of motors. And parking options, as you might imagine, are limited.

You shan’t be taking this one into most covered parkades, my friends; and you’d better have your parallel park game on if you want to use the long bed in urban areas.

Already making inroads in the workforce, and even gaining acceptance among a few former Big Three customers, I predict we’ll be seeing a lot more of the new generation Tundra on the roads here real soon.

We’ve got the four-wheel version moving through our Autonet stable in the next couple of weeks, so stay tuned for that, but, in the meantime, my tester, the 4X2 base model with 4.7 litre V8 and cloth interior, came with an MSRP of $32,435 (not including freight and delivery, another $1,390 touch).

— Wade Ozeroff is a member of the Automobile Journalists Association of Canada (AJAC), and a regular contributor to Autonet.ca, autonet.com and Canoe.ca. E-mail wozeroff@edmsun.com.

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