Used 2014 Toyota Tundra

The Tundra is Toyota’s entry in the full-size truck market, a segment long dominated by GM, Ram and America’s best-selling vehicle, the Ford F-150. For now, the revamped 2014 Tundra remains competitive, especially when fitted with a 5.7-liter V8. But in today’s world, power isn’t all that makes a model king. Even among full-size trucks, fuel efficiency is becoming just as important as firepower. And this is where the Tundra’s luster fades. For its 2014 update, Toyota did little to address the Tundra’s aging and thirsty engines. While competitors introduce potent V6 powerplants and 8-speed transmissions, the Tundra soldiers on with the same powertrains. The truck remains a workhorse with stellar resale value, but faces an uphill battle, especially with an all-new F-150 around the corner.

On road and off, Toyota’s full-size truck is still formidable when equipped with a V8 engine. The 310-horsepower, 4.6-liter V8 is totally adequate for lighter duties, while the 381-horsepower, 5.7-liter V8 is up for almost any task (yes, it even pulled the Space Shuttle over a bridge). The 270-horsepower V6 has acceptable performance in regular-cab models, but its capability declines with the added weight of double-cab setups. On the highway, the Tundra scores points with its quiet cabin. This half-ton truck isn’t exactly nimble, but it drives smaller than its dimensions otherwise suggest. The Tundra’s 6-speed automatic transmission on V8 models is smooth, though not as buttery at Ram’s new 8-speed. The Tundra does not offer a locking rear differential, but the big truck had no traction problems in our tests in which we drove a 4-wheel-drive TRD edition up muddy embankments, crawled down steep hills and waded through several feet of water.

The most notable differences in the new Tundra come on the inside. The truck’s big knobs remain (easier to use with gloved hands), but the controls and layout are sleeker. They’re also within easier reach of the driver. To be exact, controls for audio and climate functions have been moved 2.6 inches closer. Regular-cab models seat three passengers across, while the 2-row double cab and even larger CrewMax 4-door models seat five or six passengers, depending on whether the front is configured for a bench or two bucket seats. A helpful feature from the past model that did not find its way into this one is a driver’s-side grab handle.

The 2014 Tundra is available in three cab configurations and three bed lengths. Regular-cab and double-cab models can be had with a standard bed (78.7 inches) or long bed (97.6 inches). The CrewMax has the biggest cab of the bunch and is only available with a short bed (66.7 inches). The new Tundra’s hood has been raised slightly and is better integrated into the grille. As with other full-size trucks, the Toyota’s gaping grille appears to just get bigger and bigger. At the other end, the lockable tailgate automatically lowers slowly to prevent the dreaded tailgate slam.

REPLACEABLE BUMPER PANELS
Treat a truck like a truck and it’s almost bound to happen: bruising a bumper. The 2014 Toyota Tundra features a 3-piece design for its front and rear bumpers that makes them easier and less-costly to replace should/when they get banged up.

BLIND-SPOT MONITORING SYSTEM
Driving a big truck means dealing with a wider zone in which you can miss spotting other vehicles to the rear left and rear right. Sedans have been offering electronic monitoring of these areas for years, but Toyota claims the title of being first to bring the technology to a full-size truck.

Like most of its competitors, the Tundra spans from basic work truck to leather-laden luxo hauler. Spend the least on an SR model and you’ll get power windows, cruise control, and Toyota’s Entune 6.1-inch touch-screen audio system, a USB port, Bluetooth and a backup camera. The more popular SR5 brings a manual sliding rear window and a high-resolution 7-inch touch-screen display with HD Radio and Traffic. Limited models add navigation, dual-zone climate control and leather with power-operated and heated front bucket seats. Premium and 1794 Edition trims use plusher leather like that found in the Lexus LS, heated and ventilated front seats, a moonroof and JBL premium audio.

Most extras for the 2014 Tundra are bundled into trims. Those that are available as options include a segment-exclusive blind-spot monitoring system with rear cross-traffic alert, power-operated tow mirrors, running boards and a deck rail system with tie-down cleats. The TRD Off-Road Package brings Bilstein shock absorbers and skidplates to further protect the engine and fuel tank.

Three engines are available in the 2014 Tundra. The base 4.0-liter V6 is standard in SR rear-wheel-drive regular cab and double-cab configurations. It is connected to a 5-speed automatic transmission. A 4.6-liter V8 is standard in both rear-wheel-drive and 4-wheel-drive SR5 models. The most powerful engine in the Tundra’s stable is the 5.7-liter V8 that is standard in the Limited trim and up, and available all the way down to base regular cab models for those who want to take advantage of the truck’s 10,400-pound tow rating. Both V8s are connected to a 6-speed automatic. All Tundra engines run on regular gasoline, and the thirsty 5.7-liter is E85-capable.

4.0-liter V6
270 horsepower @ 5,600 rpm
278 lb-ft of torque @ 4,400 rpm
EPA city/highway fuel economy: 16/20 mpg

4.6-liter V8
310 horsepower @ 5,600 rpm
327 lb-ft of torque @ 3,400 rpm
EPA city/highway fuel economy: 15/19 mpg (rear-wheel drive), 14/18 mpg (4-wheel drive)

5.7-liter V8
381 horsepower @ 5,600 rpm
401 lb-ft of torque @ 3,600 rpm
EPA city/highway fuel economy: 13/18 mpg (rear-wheel drive), 13/17 mpg (4-wheel drive)