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April 3, 2008 http://www.thecarconnection.com/fullreview/toyota_tundra_2000

  TheCarConnection Team
 TheCarConnection Team

by Ted Grozier

"Are you with Toyota?" shouted the landscaping man over the buzz of his weed-whacker. Before I could get an answer in, he queried again: "Where's it built?"

"Indiana," I yelled back.

He shut down his machine and we talked for a bit. Turns out that he has already driven Toyota's new full-size pickup at the dealer and was so impressed that he's selling his Ford. Jack, who's driven blue-oval pickups for 20 years and "wouldn't be caught dead in a Chevy," is making the switch to Toyota. So while we wondered at first who would buy the Tundra, we're now convinced that there won't be nearly enough to go around.

A full-size first

Even though the T100 has been with us for a number of years, the Tundra is Toyota's first serious entry into the full-size pickup segment, largely because it can be had with the V-8 power the T100 lacked. With its brawny performance, unrivaled quietness, and "Toyota quality" — all at a competitive price — Tundra is a sure hit.

Undoubtedly, the gem of this truck is its sweet engine. The 4.7-liter powerplant is the first use of a double-overhead-cam V-8 in a full-size pickup. While the "i-Force" motor shares basic dimensions with the Lexus 4.7-liter V-8, the similarity ends there, as the Tundra's V-8 is cast iron and lacks the variable valve timing of the more expensive automotive engine. Still, it effortlessly delivers 245 horsepower and 315 lb-ft of torque, giving the truck class-leading acceleration and driveability.

Equally pleasing is the velvety-smooth four-speed automatic. Together, they offer up to a 2000-pound payload and a 7200-pound towing capacity.

Those who wish to choose their own gears get the standard 3.4-liter DOHC V-6 instead. This 190-hp, 220-lb-ft unit is a proven and capable engine, but with the automatic transmission, the truck's performance is somewhat mediocre, especially when compared back to back to the storming V-8.

Brakes are front disc and — surprise — rear drum across the board. According to the Toyota engineers, braking under varying loads was better with the drums than with the four-wheel discs we'd expected. An anti-lock system is optional.

By twos and fours

Four-wheel-drive models (Toyota expects a 55/45 4WD/2WD sales mix) get a push-button-operated shift-on-the-fly transfer case with low range. The system, unlike others we have tested, is quick to engage and works well. Ground clearance on both 4x4 and 4x2 models (they differ visually only by a badge on the tailgate) is another best-in-class spec. For a trail-ready truck off the showroom floor, Toyota Racing Development  has teamed up with Ivan "Ironman" Stewart to offer an off-road package complete with Bilstein dampers, BF Goodrich rubber, alloy wheels, mudguards, fog lamps, overfenders, and special decals.
 
 

2000 Toyota Tundra interior Enlarge Photo The Tundra’s interior is swoopier than the norm in trucks.

Tundra can be had with a standard two-door cab with an 8-foot bed or the spacious four-door "Access Cab" and 6-and-a-half-footer. Room up front is more than adequate, and the driving position is ergonomically correct and comfortable. A 60/40 bench with a large folding center console or dual buckets can be ordered. Toyota has equipped the rear doors of the Access Cab with exterior and interior door handles (as opposed to the standard door-jamb mechanism) for easier entry and exit. Once seated, though, the vertical backrest makes the rear bench less suited for long trips than shorter jaunts, though legroom and headroom are adequate.

Trim levels include base, SR5, and Limited models; the SR5 we drove came with all the goodies one might find in a comfortable sedan, never mind a pickup, including power windows, mirrors, and door locks, privacy glass, cruise control, tilt wheel, CD player, and A/C. Standard equipment on the base model includes a locking tailgate, dual 12-volt power outlets, extending sun visors, and tinted glass, while the Limited grade adds cast aluminum wheels, leather and wood trim. Most impressive, though, was what Toyota, thoughtfully, did not include: shakes, rattles and vibration. Thanks to the Tundra's rigid frame, compliant suspension, powertrain refinement, and liberal use of asphalt sound-deadening, this is the quietest, most composed pickup on the market.

We never doubted that Toyota could build a truck like this, but we feared the steep price. Fortunately, our worries were mistaken; the base 2WD V-6 stick with regular cab goes on sale for $14,995. Sure, the more desirable models will cost more — in some cases, a lot more — but will remain competitive with Detroit's offerings. The big question now isn't whether Toyota can build a fine truck at a reasonable price, but if the company can make a dent in this million-vehicle segment with its scant 100,000-unit annual production capacity. Look for construction in Indiana soon.

by Ted Grozier "Are you with Toyota?" shouted the landscaping man over the buzz of his weed-whacker. Before I could get an answer in, he queried again: "Where's it built?" "Indiana," I yelled back. He shut down his machine and we talked for a bit. Turns out that he has already driven Toyota's new full-size pickup at the dealer and was so impressed that he's selling his Ford. Jack, who's driven blue-oval pickups for 20 years and "wouldn't be caught dead in a Chevy," is making the switch to Toyota. So while we wondered at first who would buy the Tundra, we're now convinced that there won't be nearly enough to go around. A full-size first Even though the T100 has been with us for a number of years, the Tundra is Toyota's first serious entry into the full-size pickup segment, largely because it can be had with the V-8 power the T100 lacked. With its brawny performance, unrivaled quietness, and "Toyota quality" — all at a competitive price — Tundra is a sure hit. Undoubtedly, the gem of this truck is its sweet engine. The 4.7-liter powerplant is the first use of a double-overhead-cam V-8 in a full-size pickup. While the "i-Force" motor shares basic dimensions with the Lexus 4.7-liter V-8, the similarity ends there, as the Tundra's V-8 is cast iron and lacks the variable valve timing of the more expensive automotive engine. Still, it effortlessly delivers 245 horsepower and 315 lb-ft of torque, giving the truck class-leading acceleration and driveability. Equally pleasing is the velvety-smooth four-speed automatic. Together, they offer up to a 2000-pound payload and a 7200-pound towing capacity. Those who wish to choose their own gears get the standard 3.4-liter DOHC V-6 instead. This 190-hp, 220-lb-ft unit is a proven and capable engine, but with the automatic transmission, the truck's performance is somewhat mediocre, especially when compared back to back to the storming V-8. Brakes are front disc and — surprise — rear drum across the board. According to the Toyota engineers, braking under varying loads was better with the drums than with the four-wheel discs we'd expected. An anti-lock system is optional. By twos and fours Four-wheel-drive models (Toyota expects a 55/45 4WD/2WD sales mix) get a push-button-operated shift-on-the-fly transfer case with low range. The system, unlike others we have tested, is quick to engage and works well. Ground clearance on both 4x4 and 4x2 models (they differ visually only by a badge on the tailgate) is another best-in-class spec. For a trail-ready truck off the showroom floor, Toyota Racing Development  has teamed up with Ivan "Ironman" Stewart to offer an off-road package complete with Bilstein dampers, BF Goodrich rubber, alloy wheels, mudguards, fog lamps, overfenders, and special decals.     2000 Toyota Tundra interiorEnlarge PhotoThe Tundra’s interior is swoopier than the norm in trucks.Tundra can be had with a standard two-door cab with an 8-foot bed or the spacious four-door "Access Cab" and 6-and-a-half-footer. Room up front is more than adequate, and the driving position is ergonomically correct and comfortable. A 60/40 bench with a large folding center console or dual buckets can be ordered. Toyota has equipped the rear doors of the Access Cab with exterior and interior door handles (as opposed to the standard door-jamb mechanism) for easier entry and exit. Once seated, though, the vertical backrest makes the rear bench less suited for long trips than shorter jaunts, though legroom and headroom are adequate. Trim levels include base, SR5, and Limited models; the SR5 we drove came with all the goodies one might find in a comfortable sedan, never mind a pickup, including power windows, mirrors, and door locks, privacy glass, cruise control, tilt wheel, CD player, and A/C. Standard equipment on the base model includes a locking tailgate, dual 12-volt power outlets, extending sun visors, and tinted glass, while the Limited grade adds cast aluminum wheels, leather and wood trim. Most impressive, though, was what Toyota, thoughtfully, did not include: shakes, rattles and vibration. Thanks to the Tundra's rigid frame, compliant suspension, powertrain refinement, and liberal use of asphalt sound-deadening, this is the quietest, most composed pickup on the market. We never doubted that Toyota could build a truck like this, but we feared the steep price. Fortunately, our worries were mistaken; the base 2WD V-6 stick with regular cab goes on sale for $14,995. Sure, the more desirable models will cost more — in some cases, a lot more — but will remain competitive with Detroit's offerings. The big question now isn't whether Toyota can build a fine truck at a reasonable price, but if the company can make a dent in this million-vehicle segment with its scant 100,000-unit annual production capacity. Look for construction in Indiana soon. by Ted Grozier "Are you with Toyota ?" shouted the landscaping man over the buzz of his weed-whacker. Before I could get an answer in, he queried again: "Where's it built?" "Indiana," I yelled back. He shut down his machine and we talked for a bit. Turns out that he has ...