2005 Toyota Tundra Review

Specifications

Tweaked for 2005

When I first caught site of Toyotas FTX concept truck at Detroit earlier this year I knew something was up at the conservative automaker. The massive beast could make a Dodge Ram Heavy-Duty shrink in a wet puddle of inadequacy and anything from Ford and GM seems even more trivial in comparison. Only Nissans appropriately named Titan looks nearly as menacing.

While Toyota doesnt exactly make a habit of building exact duplicates of its concepts, unlike Dodge, from all indications the big pickup points in the direction the Japanese brand wants to take its next generation Tundra. No matter which particular styling cues are carried forward after the current model heads out to pasture, theres one thing that is definite, the truck is sure to get much larger, much more powerful and in so doing, much more desirable.

Until then Toyota has taken care of the latter two “muches” on the list. The 2005 Tundra boasts more horsepower in its base 4.0-liter 24-valve V6 than the old V8, at 245 compared to 240 respectively - the old 3.4-liter V6 only mustered 190 horsepower. The outgoing base engine could only manage 220 lb-ft of torque as well, while the new one makes a V8-like 283 lb-ft at 3,400 rpm.

The new V8 is also up in output, now producing a much more satisfying 282 horsepower at 5,400 rpm. While this is still less than all of the full-size pickup competition, the refinement of the Lexus-like 32-valve, double overhead camshaft 4.7-liter, featuring VVT-i (Variable Valve Timing-intelligent), more than makes up for it - as does a formidable 325 lb-ft of torque at 3,400 rpm. Incidentally, the outgoing 4.7-liter made only 315 lb-ft of torque.

What might go unnoticed to some but shouldnt, is the Tundras new 5-speed automatic transmission. Not only does acceleration improve significantly, especially when under load, but the trucks fuel economy is also extended. This is especially appreciated considering the high fuel prices we are all currently experiencing.

The truck I tested last month made an additional 10 horsepower, according to the Toyota Racing Development (TRD) representatives on hand, due to a burbling chrome-tipped Borla exhaust system. The sound emanating from out back was intoxicating to say the least, transforming the once respectable pickup into a true blue bad boy. While no completely stock Tundra was available to put through its paces, the performance gains brought about by the upgraded 4.7 are obvious. Where the outgoing Tundra V8 keeps up to and ahead of fast moving traffic, the 2005 is a bona fide sport truck. I couldnt help laying into the throttle at takeoff, spinning the rear wheels ever so slightly before the traction control cut in and charging to, and slightly past the posted speed. Then Id get on the brakes, which incidentally are made up of big 319 mm power-assisted ventilated front disc brakes with 4-piston calipers and rear drums, featuring standard ABS and load-sensing brake proportioning, and scrub off the speed, line up another corner using up as much of the road as safety permitted and get back on the throttle as I cut through the apex.

Man, that description makes it sound as if I was driving a Celica, not a Tundra. Well, the Celica handles a lot better for sure, but as far as full-size pickup trucks go, Toyotas is extremely nimble. It transitions well from side to side, not normally an exercise 4-wheel drive trucks excel at, which means the Tundra is one of the better bets for performing emergency lane changes, and inevitably avoiding an accident.

Much of its agility is due to robust high tensile steel reinforced single-piece frame rails. Also, the suspension is fully independent up front, with a double-wishbone setup including coil springs, low-pressure nitrogen gas shock absorbers and a stabilizer bar mounted on the upper A-arm for better ground clearance when off-road. In traditional truck fashion, the rear suspension features a solid axle design with elongated leaf springs and bias-mounted, low-pressure nitrogen shocks for managing heavier loads.

With regards to driving dynamics, I dont think enough people consider the importance of a vehicles ability to avoid an accident. Were so busy making sure the car were buying features all the latest crumple zone technology, and airbags in the dash, doors, roofliner, seats, and even knees, that the whole idea of buying something capable of driving out of harms way isnt even part of the equation. Sure, ABS brakes, stability control and a tire pressure monitoring system are tremendous assets, but as miraculous as these electronic interventions are, a vehicle with a substandard chassis wont do as well as a well balanced vehicle with all the driver aids. The Tundra is a nimble truck with all the electronics and a full load of passive safety features, and due to this its one very safe machine.

So its fun to drive and safe, what about its truck-like capabilities such as hauling loads, towing and going off-road? The last point is a no brainer, as Toyota has been building some of the worlds most capable 4×4s for longer than most modern manufacturers. The Tundra gets its off-road heritage from the automaker that builds the legendary Land Cruiser, and having had both an FJ40 and BJ70 I can attest to the Japanese brands engineering skills. Modern day 4×4s make use of the same electronic driver aids that keep a vehicle on the road at high speed, such as traction control, skid control and ABS brakes, all extremely useful when trekking up sandy, wet or snow covered terrain. While I didnt have time to take the 2005 Tundra off-road, Ive taken previous versions into the wilderness and been rewarded with stellar performance. The 2005 Tundra should prove even more effective due to Toyotas Automatic Disconnecting Differential (ADD), improving its one-touch, shift-on-the-fly part-time 4WD capabilities.

Of course, there are more capable 4×4s available, at least when it comes to scaling grades or wading through waist high rivers, there isnt an off-road vehicle the world over that gives me the peace of mind that a Toyota can when fifty miles into no-mans-land. Theres something about being stranded in the middle of nowhere in a Land Rover Discovery or Volkswagen Touareg, both well down the most independent surveyors charts when it comes to reliability than Toyota, that gives me the willies. While breaking down in a Toyota is not unheard of, its sure as heck less likely. Incidentally, rear-drive 4×2 Tundras are also available, and are capable of carrying even heavier loads.

Speaking of that, what about hauling and towing? The extra torque with both engines helps in this department, but even though the V6 is a major improvement the sheer weight of the truck itself already will tax the engine, making it useful for lighter loads, small camp trailers, smaller boats, etc. The V8s 325 lb-ft of torque allows the Tundra to haul and tow quite a bit more than last years version too, according to the company.

While the current Tundra is not quite as enticing as the FTX concept, or at least it wont go so far as to attract Dodge Ram fans who might otherwise go for Toyotas bold prototype, Toyota has modified the front bumper, grille, lower valance, plus the head and taillight clusters on Regular and Access cab versions. The 2005 Tundra remains as one of the more conservative full-size pickup truck entries, with Fords new F-150 arguably the most mainstream of the bunch, but it nevertheless looks a little tougher than when it debuted four years ago.

Its also more versatile than when introduced, now available in three cab configurations including the most recent addition, a 4-door version. Tundra is now following the Tacomas lead, in offering more configurations than its import competitors in order to serve a greater variety of applications, and therefore a greater variety of buyers. Such variety was missing in the ill-fated T100, and up until last year, missing from the Tundra as well.

In the end Toyota can only hope the restyled Tundra will do as well as its Tacoma in sales. Its a superb drive, and easily up to serious work.