Truck guys take a lot of guff for driving gas-guzzlers that rarely get used for what they’re designed to do. Well, bite your tongue car weenies ‘cause this Toyota pickup does exactly what it’s built for—speed. Sure, there’s been other regular-cab sport trucks like Ford’s SVT Lightning and Dodge’s SRT-10 Ram, but this Tundra stomps ‘em both, handily, in the 0-to-60 test by almost a half second. The Tundra dashes to 60 in 4.4 seconds making it faster than your car, if you’re driving a Mustang GT (5.1), Dodge Challenger SRT8 (4.6), Jaguar XF SC (4.90), Audi S5 coupe (4.5), or BMW 135i (4.6), and as fast as our long-term 2006 Porsche Carrera S.
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Obviously, there can be a downside to voluminous power. Gasoline usage is one—but I can live with it. The other is traction control. Our truck isn’t governed by an indomitable nanny. A recent Southern California rain proved you could slip the tires in the wet stuff, even with TCS on, if you’re not careful. Engage the traction-system override and it’s possible to fry rubber ‘til your nose bleeds. Keeping in mind the basic theories of physics, objects in motion will remain in motion unless acted upon by external forces, the TRD Big Brake Kit is a letdown. The brakes perform well enough on standard braking maneuvers but show a certain lack of commitment on panic braking, stopping at 141 ft from 60 mph—eight ft farther than a stock 4x4 Limited with off-road biased tires. In addition, initial pedal feel is softer than I’ve come to expect in performance-brake packages.
While the supercharged 5.7 represents lean red meat, there are plenty of garnishes that enhance the sporting flavor. With the proliferation of extended-cab pickups, a regular cab truck looks remarkable svelte. The SR5 package adds bling, utility, and convenience with a chrome bumper, power windows and door locks, cruise control, engine skid plate, remote keyless entry, etc. A body-colored hard tonneau keeps the visuals nice and tight. Underneath, a lower suspension and anti-roll bars help manage over 5000 lb of heft in the corners and lane changes. The huge 22-in. polished aluminum TRD wheels and Toyo Proxes S/Ts almost shrink the external proportions of the truck. Unfortunately, over uneven pavement their bulkiness adds drama to the driveline. The Tundra becomes suddenly uneasy as each corner pogos at a different rate. Our Tundra was equipped with the standard shocks, front and rear. It’s feasible that an upgrade to TRD shocks would offer more control perhaps at the expense of overall comfort. The Toyo Proxes S/Ts have a directional pattern that’s side-specific—meaning entirely different tires for the left and right side. They’re also mud and snow rated leaving room for improved abilities with a switch to a pure performance tire.
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