Toyota Tundra reviews

2006 Toyota Tundra Driving Impressions

The Toyota Tundra rides almost as quietly as a luxury sedan, whether it's a four-wheel-drive or two-wheel-drive model. This is the quietest pickup we've driven. There's little wind noise or road noise in the cabin. Ride quality is quite smooth for a truck. It feels truly refined.

Toyota's V8 is silky smooth, quick, and extremely responsive. The Tundra was previously sensitive at throttle tip-in, but it seems like that's been addressed with the 2005 models, so it doesn't lurch off the line. It also puts power to the rear wheels without wheelspin, providing excellent acceleration and stability. It's very responsive in the 45-mph range, so passing on two-lane roads is easy. And it sounds great. Stand behind the Tundra when it is started, revved, or even idling, and you're treated to a classic V8 burble that's pleasant to American ears. Yet, it's super-quiet when sitting inside the truck or standing in front of it.

V8 engines with twin cams and four valves per cylinder are usually associated with imported luxury sports sedans. Toyota perfected this design in its Land Cruiser and its Lexus luxury vehicles. For 2005, Toyota has added electronically controlled variable valve timing with intelligence (VVT-i) to the V8's long list of state-of-the-art features. So from the same 4.7 liters, it now produces 282 horsepower at 5400 rpm; and 325 pound-feet of torque at 3400 rpm. That's 42 more horsepower and 10 more pound-feet than last year's model, which already delivered quick response around town and strong power for towing and hauling.

Starting from a dead stop, a two-wheel-drive Tundra Limited easily accelerated up a long steep grade while pulling a 3,000-pound trailer. This tow rig was stable going around sweeping turns, and when braking from high speeds on steep downhill sections. There were none of the up and down motions when bouncing at low speed over a rough, lava-covered dirt road that some trucks exhibit when their front suspensions aren't up to balancing the weight on the rear tongue. Transmission and engine oil coolers are standard on Double Cab models.

The new base-level V6 is larger than last year's, at 4.0 liters compared to 3.4. Also equipped with dual overhead cams, four valves per cylinder, and VVT-i, it produces 245 horsepower at 5200 rpm, and its 282 pound-feet of torque at 3800 rpm represents a 28 percent increase over the 2004 V6.

Ride quality is excellent, maybe the best of the full-size pickups on bumpy freeways in Los Angeles. On rough pavement and bumpy dirt roads, the Tundra's suspension really shines. It damps out unwanted vibration and harshness and controls the movement of the wheels precisely, keeping the tires in contact with the road surface for excellent grip and handling. The 4WD suspension performed amazingly well and was easy to control when bouncing up a steep mountain trail on the Big Island of Hawaii. Bounding over harsh dips and humps, the suspension offered impressive travel and damping. It never hit the bump stops in spite of our efforts to beat it up. While bouncing over moguls, we noticed that neither the cowl nor the front hood shook. The Tundra's chassis is highly rigid with boxed front frame rails. Toyota also claims this truck offers class-leading ground clearance, and that everything underneath is tucked above the frame rails.

In Alaska, we found the 2005 Tundra's steering too slow and too light, and it seemed to require correction to maintain a straight course down the highway. Yet the Tundra was impressively composed in awkward situations. When making a quick Y-turn, then taking off, it doesn't generate the head toss often associated with awkward-handling trucks. It's a difficult phenomenon to describe, but makes the Tundra a very pleasant companion.

For off-road travel, Toyota offers the TRD Off-Road Package, developed with Toyota racing legend Ivan "Ironman" Stewart. Using Bilstein sho