BIG TUNDRA CREWMAX SURPRISINGLY GOOD
A longtime GM loyalist, Calgary’s Bob Winnitoy finds plenty to like in Toyota’s full-sized pickup
Quick: If I say full-sized pickup truck, what’s the first brand and model that comes to mind? Was it Toyota and its 2015 Tundra?
Don’t feel too badly if it wasn’t. For many truck enthusiasts, the Toyota Tundra just isn’t the first on the list.
Take Calgary driver Bob Winnitoy. A truck buyer for decades, he’s a General Motors fan. But, after spending a week with the 4x4 Tundra CrewMax Limited, he just might have been swayed by Toyota.
“Today, if I were looking for a truck I’d cross-shop Toyota, and I wouldn’t have done that before — I wouldn’t have even considered that,” Winnitoy said.
Toyota first introduced the Tundra in 1999 as a 2000 model — aiming to capture some of the big-truck market traditionally dominated by Ford, GM and Chrysler. First-generation Tundra trucks were built from 1999 to 2007, initially powered by a 3.4-litre V6 or a 4.7-L V8. Once on the market, Toyota continuously updated cab styles and available engines and transmissions.
Early in 2007, Toyota’s secondgeneration Tundra grew in size and the truck was available in a number of different configurations. A wide choice of cabs, boxes, engines and transmissions made it much more versatile.
Third-generation Tundra trucks were introduced in 2014 with updated exterior design elements that Toyota says reflected a “chiselled and modern industrial image.”
Winnitoy’s test truck, the 4x4 CrewMax Limited with the 5.7-litre V8 and six-speed automatic transmission was finished in Blue Ribbon Metallic. A $915 Technology Package added 20-inch aluminum wheels and larger tires, blind-spot monitoring and premium navigation. In total, the truck as tested before taxes was worth $52,443, including freight and PDI.
Winnitoy learned to drive in Toronto using his mother’s 1958 Morris Oxford. The day of his driving exam, the steering broke in the little car and he was forced to take the test using his father’s vastly larger 1962 Chrysler Saratoga.
“I just passed,” Winnitoy recalled.
After that, he bought a pair of 1954 Ford coupes, one with a blown engine but good body, the other with a good engine but wrecked body. He made one car of the two. Since then, Winnitoy has owned a little bit of everything, from British sports cars to American muscle.
A 2014 Corvette is now his summer car, and a 2010 Dodge Charger R/T AWD is his winter vehicle. His wife drives a 2008 Cadillac SRX, and to pull a ski boat to their holiday home at Priest Lake, Idaho, he has a 2010 Chevrolet Silverado, with the Max Trailer tow package.
“When I’m shopping for a truck, I look for a crew cab,” Winnitoy said. “I also like a half ton for the ride and lower height, and the truck has to have good pulling power.”
Winnitoy’s first impression of the Tundra was positive.
“It was really attractive,” he said. “The dark blue was set off nicely by the chrome accents, and the truck had a great belt line and roof line — it’s not a square box. And that cab: It’s massive.”
Once inside the truck, Winnitoy felt right at home. Everything fell to hand, including the console shifter.
“The controls for heating and air conditioning were different, but at the same time they were intuitive and easy to use,” he said. “The interior looks pretty well put together, and I couldn’t find anything I didn’t like.”
At 6-foot-1, Winnitoy said he usually doesn’t appreciate a vehicle with a sunroof, as it takes up valuable headroom. The Tundra’s sunroof didn’t pose a problem for Winnitoy.
“On the highway, the engine ran flawlessly and offered good power with pleasant torque,” Winnitoy said of the running gear. “It pulled good and the transmission is nicely tuned; it was always in the gear it needed to be in. I think the truck would be a good hauler of a medium load — probably it would comfortably tow 5,000 pounds. (Toyota rates towing capacity at 4,445 kg/9,800 lb.) and maintain the speed limits in mountainous terrain.”
Winnitoy said the Tundra had firm suspension, but added that it wasn’t a harsh ride.
“It’s a nice, solid feeling,” he said. “It kind of feels like you’re driving a bank vault, and it rides flat with good control and lots of grip.
“In a parking lot situation, the Tundra turns tight and it’s easy to get into spots on the first try.”
Of the Tundra’s utility, Winnitoy said the CrewMax configuration allows plenty of room for luggage or groceries. With either of the 60/40-split rear seats flipped down, the CrewMax cab presents a level cargo floor. Winnitoy was able to carry a week’s worth of groceries on the left side of the truck.
Winnitoy also liked the tailgate, which features an easy lowerand-lift function.
“This Tundra has a fairly high ride height, and I think a truck this size should really come with side steps to ease access,” he added.
Winnitoy thinks the Tundra he tested would best suit a family with children that often takes long road trips, goes camping, or has to haul hunting or hockey gear on a regular basis.
“The truck was quiet, comfortable and smooth and it would be a great touring vehicle,” Winnitoy said. “I got what I think was great gas mileage, and on the highway was getting between 10 to 11 litres per 100 kilometres.
“I wouldn’t hesitate to recommend this truck if someone needed the room — you couldn’t go wrong.”
DRIVER’S JOURNAL
Day One: First impressions: It has excellent acceleration. I needed it, getting on Highway. 1. Most controls are pretty standard so it felt good right away, even with a large amount of optional gadgets. The leather seat felt hard when cold but became softer and very comfortable when the seat heater warmed up.
Took it grocery shopping in the evening. Night lighting is good and the instrument panel looks good at night. The tailgate has a nice slow descent. Just unlatch it and let it coast down. The CrewMax only has a five-and-a-halffoot box and unless you really need the extra large rear seat, my personal preference would be a standard crew cab with a longer box. Day Two: Scanned the owner’s manual to solve a few mysteries. Didn’t look at the 280-page Nav manual. For basic trip directions it’s pretty intuitive anyway, but it must be loaded with other features. A new item for me is the blind-spot warnings in the outside mirrors and the four corner proximity warnings. Drove to the hospital to visit a friend and ran a few errands. The strong engine, solid steering and tall stance make it a good urban driver. The A pillar seems to be arched forward so there is an excellent line of sight out the side window during turns. The huge back door window pretty well eliminates the blind spot. Day Three: Beautiful sunny morning. Drove out to Bragg Creek for breakfast via Highways 1 and 22. At speeds of 100 to 110 km/h, the ride is very smooth and there is very little road noise. There is, however, some noticeable engine noise; just sounds like it’s working a little hard, although it’s only at 1,800 rpm at 110. Elevation is pushing 4000 feet but the cruise control stayed locked right on, even on those long uphill grades. I felt like just keeping on going all the way to Vancouver. Speed limits out to Bragg Creek vary from 80 to 110, so it was a good chance to check fuel consumption. Eighty gave about 8.0 L/100 km, 100 was 10-11, and 110 was 13-14 into the wind. On the return trip, with a tailwind, 110 was about 12. From my experience, that is all very good.
Comments from my better half: This truck stands tall, about sixfoot-four, and a step rail should be standard. Otherwise, the word is it’s a comfortable and pleasant ride. Also, the handhold assist for the rear door is in the wrong place without the step rail.
Later drove to my daughter’s place. Although Sunday traffic volume is excessive on these main arteries, the truck is easy to drive and seems to have a calming effect on me. Day Four: The Tundra’s six-footfour height won’t fit in my office parkade with its six-foot-one limit, so I couldn’t use it for my daily commute. Went out Monday night on a few errands. I really like the tight turning radius for getting into those mall parking spots that seem to get narrower every year. Day Five: Ran a few more errands. The mall parking lots are packed but the Tundra’s pleasant environment makes it all relaxing. Took it to a touchless car wash to prep it for photos. Day Six: Drove downtown in rush hour and parked in an outside lot. The high stance and quiet ride makes it a nice commuter. Headed out, when disaster struck — a flat tire! Had to pull off onto the median and change it. Fortunately, the jack and spare are easy to deal with and the task only took 20 minutes. With more practice, I think I can get it down to 15 minutes. I hadn’t had a flat in 25 years. Day Seven: Took it for another touchless wash and a few more errands. The dark blue is a really attractive colour, with just the right amount of chrome accents. This was my last day with the Tundra. Continued to enjoy the drive on its way back to home base. Except for the tire problem it’s been an overall, satisfying ride. Good looks, good power, and very comfortable.