| + Used Car Home + Used Cars for Sale + Car Reviews + Auto Repair |
| 2005 Toyota Tundra Review | |||
| Whether you're about to spend $40K on a brand new car, or half that on a used car, it is always important to learn as much as you can about the used car. Read these car reviews to learn about all aspects of the vehicle. Each of the usedcar reviews cover interior and exterior features, options, road tests, and more. | |||
|
Introduction
| Road Test
| Inside & Out
| Other Thoughts
| Last Word
|
|||
| Road Test | |||
The Tundra's greatest distinction to date has been its role as the least behemoth-like of the huge honkin pickup trucks. Its relatively short 128.3-inch wheelbase and 218.3-inch length (both still longer than any minivan) always allowed its driver to navigate the streets easier than could drivers of those other trucks.That advantage vanishes in the new-for-2004 Tundra Double Cab, whose wheelbase and length each grew by a foot to 140.5 and 230.1 inches. With legs stretched longer than the Ford F-150 SuperCrew and Nissan Titan Crew Cab's, this Tundra proves to be a pain in city life with its 47-foot turning circle and need for five-point-turn parking jobs. The excessive length can even block adjacent parking spaces. The Tundra is more manageable once let loose on the streets. Toyota was the earliest convert from recirculating-ball steering to rack-and-pinion, letting its trucks steer precisely while the others couldn't walk a straight line. Everyone has rack-and-pinion now, but the Tundra's precision has not diminished. With the optional 17-inch alloy wheels and P265/65R17 tires, handling actually shows some semblance of capability. It hangs on before skidding longer than a Hyundai Sonata (no grand prize, but worth a mention), not that there's any joy in tossing a Tundra around. There's even less purpose, since Toyota's traction and stability control systems are on alert 24/7 (unless using 4-wheel-drive), cutting power and/or sounding the alarm shortly after the onset of tire squeal. Toyota usually provides a kill switch for traction control; here, there's only a switch for turning off the side air bags, though they'll still inflate if the impact is deemed too severe. The big 2005 news centers on the Lexus-lifted 4.7-liter V8. This engine already made news in 2000 by being the first dual overhead cam design in this segment and by outperforming every competing truck with their like-sized V8s. Now five years later, it gains variable valve timing to boost horsepower to 282 - 37 more than last year (42 for California owners, who no longer make do with less). That places it at a virtual tie with Chevy's 285 (4.8 liters) and well ahead of Dodge's 235 (4.7) and Ford's 231 (4.6). This V8 has enough juice even for this heaviest-of-all-Tundras, generally responding like a V6 Camry from the 90s, though with some trucklike gruffness in its otherwise refined voice. Some may like the gradual pedal response; others won't. And one must learn to like this Tundra's 15 MPG average, because that's as good as it gets in a V8 pickup. Even the rarely-bought V6 Tundra now has as much power as the V8 had last year (245) and a great deal more torque than before (282). These giant leaps from last year's 190/220 are thanks in part to the switch from a 3.4-liter engine to the same 4.0 that powers the 4Runner and Tacoma. (Strangely, Toyota says the V6 benefits from premium gas while the V8 doesn't.) And with these upgraded engines come upgraded transmissions, with one gear now added to the former 5-speed manual (V6 only) and 4-speed automatic. That automatic, as before, consistently picks the right gear. Strangely, none of this powertrain fortification seemed to raise towing capacity much, which ranges from 4,800-5,000 for V6s and 6,500-7,100 for V8s. The Tundra's 4-wheel-drive system lacks a full-time automatic mode like Chevy's Silverado, but its two-speed transfer case does contain a low-range mode (2.57:1 ratio) for serious off-roading. Regular 4-wheel-drive (4WD High) can be engaged at up to 62 MPH, good enough to handle inclement weather and, as I learned, enough to let the Tundra slog through a sandpit with no danger of getting stuck. It's also got an AUTO LSD switch to lock the rear differential. Since most Tundras will spend lots of time on freeways, the squishy suspension (coils and wishbones in front and a leaf-sprung solid axle in back) is probably a blessing. Certain bumps set off noticeable rear axle hop and it's definitely jiggly on the freeway, but this is one of the better-riding trucks. Even more pleasing is the absence of atmosphere in such oddly-shaped six-foot-tall brick. If not for the wind, it would almost be Lexus-quiet. Aside from the general boredom and annoyance of driving a full-size truck, the Tundra's only low point is brake response. Instead of having a too-sensitive pedal like most cars, the Tundra's is hard - better for comfort but a little scary when you end up braking less than you'd thought. Then when MPH drops to the single digits, the brakes suddenly turn grabby thanks to the self-energizing nature of the rear drums; at this point, the Tundra is the only slacker still using drums. However, all Tundras come with antilock and electronic brake force distribution, and tests have shown that it does outbrake all competitors. |
|||
| UsedCar.us.com - Copywrite - All Rights Reserved |