There are 31 different cab configurations that follow a 3-3-3-3-2 pattern: three cab configurations, three engines, three trim levels, three bed lengths, and two drive configurations. Sure, Ford and Chevy has more mix-’n’-match setups; heck, Silverado has five different suspension systems compared to Toyota’s one, but Toyota insists it’s not trying to be the best truck in the segment; it’s the best truck Toyota can make, as well as make it the Toyota way. In addition, Toyota states that it can do as much and more with its 31 configurations because of the engine/transmission choices it’s using. The game plan was to focus on what it believes customers want, which includes the typical Toyota elements of high-quality materials, impressive fit and finish, durability, and reliability that will be unmatched in the industry.
Three trim levels make up the new Tundra: The Regular Cab is a two-door design, but has lengthened doors to accommodate the impressive storage behind the bench or bucket seats. It will fit three or more five-gallon buckets in a row, or even a small generator along with one or two of those buckets.
The Regular Cab comes with either the standard bed at 6.5 feet, or the long bed, at 8.1. The Regular Cab is available in Tundra (basic) trim, but most likely will be ordered with the SR5 Upgrade Package, which has all the features of the SR5 trim level and includes chrome steel front and rear bumpers and chrome grille surround, power windows/door locks/mirrors, cruise control, variable intermittent wipers, carpeted flooring, and high-grade seat fabric.
The Double Cab replaces the Access Cab. Now all doors on all Tundra models are forward opening for easy entry and exit. Double Cabs come in regular- and long-bed configurations and when combined with the 8-foot box in back, is the longest in the Tundra lineup with an overall length of 247.6 inches.
The final cab design is called the CrewMax. Again, Toyota is not the biggest in interior volume, that goes to the Dodge Mega Cab, but it does offer more front-row and second-row leg room (44.3 inches) than the Mega Cab does, not to mention a slew of other impressive features like an industry-first slide/recline second row seat with fold-flat feature. The CrewMax comes in short bed (5’5) only, otherwise it would need its own zip code to park in public.
The Double Cab comes in SR-5 or Limited trim; same goes for the CrewMax. Go with the Limited on the CrewMax and you’ll walk away with just about every feature available.
Two of the three engines will be familiar to Tundra owners: the entry 4.0-liter V6 that produces 236 horsepower and 266 lb-ft of torque is a carryover engine from the 2006 model. The 4.7-liter i-Force V8 remains a strong mid-pack engine with 313 lb-ft of torque and 231 hp. But the big daddy, the one that’s laid claim to the power edge, is the 5.7-liter i-Force V8, with 381 horses and 401 lb-ft of torque. The 5.7 features a lot of new technology, including Dual Variable Valve Timing with intelligence, where the intake and exhaust valves have their own camshafts on both banks for individually variable phasing. This is a first in the full-size pickup market, and the benefit is reduced emissions and better performance.
The 5.7L produces more power than GM’s 6.0-liter workhorse V8, but can’t take the title because of GM’s 6.2-liter that’s going into the GMC Yukon Denali pickup, with 417 lb-ft of torque. Toyota is extremely satisfied with the 5.7, and claims it’s not about how much power you have, but how well you use it. To that end, the new Tundra can tow a max of 10,800 lb; that’s 300 lb more than the top claim from both Ford and GM. Keep in mind that’s one specific model: the Regular Cab 4x2 with the 5.7-liter engine. But all models can tow over 10,000 pounds, something the other domestics can’t match.