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4.8

Toyota Tundra

Starts at:
$28,510
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Double Cab 4.6L V8 6-Spd AT SR (Natl) Reg Cab LB 5.7L V8 6-Spd AT SR (Natl) Double Cab 5.7L V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR (Natl) Double Cab 5.7L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR5 (Natl) Reg Cab LB 5.7L FFV V8 6-Spd AT SR (Natl) Reg Cab LB 5.7L V8 6-Spd AT SR (Natl) CrewMax 4.6L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT SR (Natl) Double Cab 5.7L FFV V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L FFV V8 6-Spd AT SR (Natl) Double Cab LB 5.7L V8 6-Spd AT SR (Natl) CrewMax 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L FFV V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L FFV V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR5 (Natl) CrewMax 4.6L V8 6-Spd AT SR5 (Natl) CrewMax 5.7L FFV V8 6-Spd AT SR5 (Natl) CrewMax 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT LTD (Natl) CrewMax 5.7L V8 6-Spd AT LTD (Natl) Double Cab 5.7L V8 6-Spd AT LTD (Natl) Double Cab 5.7L FFV V8 6-Spd AT LTD (Natl) Double Cab 5.7L FFV V8 6-Spd AT TRD Pro (Natl) Double Cab 5.7L V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L V8 6-Spd AT LTD (Natl) CrewMax 5.7L FFV V8 6-Spd AT LTD (Natl) CrewMax 5.7L V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L FFV V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L V8 6-Spd AT 1794 (Natl) CrewMax 5.7L V8 6-Spd AT Platinum (Natl) CrewMax 5.7L FFV V8 6-Spd AT 1794 (Natl) CrewMax 5.7L V8 6-Spd AT 1794 (Natl) CrewMax 5.7L FFV V8 6-Spd AT Platinum (Natl) CrewMax 5.7L V8 6-Spd AT Platinum (Natl) Shop options
New 2015 Toyota Tundra
Choose trim
Compare trims
Double Cab 4.6L V8 6-Spd AT SR (Natl) Reg Cab LB 5.7L V8 6-Spd AT SR (Natl) Double Cab 5.7L V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR (Natl) Double Cab 5.7L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR5 (Natl) Reg Cab LB 5.7L FFV V8 6-Spd AT SR (Natl) Reg Cab LB 5.7L V8 6-Spd AT SR (Natl) CrewMax 4.6L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT SR (Natl) Double Cab 5.7L FFV V8 6-Spd AT SR (Natl) Double Cab 4.6L V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L FFV V8 6-Spd AT SR (Natl) Double Cab LB 5.7L V8 6-Spd AT SR (Natl) CrewMax 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L FFV V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L FFV V8 6-Spd AT SR5 (Natl) Double Cab LB 5.7L V8 6-Spd AT SR5 (Natl) CrewMax 4.6L V8 6-Spd AT SR5 (Natl) CrewMax 5.7L FFV V8 6-Spd AT SR5 (Natl) CrewMax 5.7L V8 6-Spd AT SR5 (Natl) Double Cab 5.7L V8 6-Spd AT LTD (Natl) CrewMax 5.7L V8 6-Spd AT LTD (Natl) Double Cab 5.7L V8 6-Spd AT LTD (Natl) Double Cab 5.7L FFV V8 6-Spd AT LTD (Natl) Double Cab 5.7L FFV V8 6-Spd AT TRD Pro (Natl) Double Cab 5.7L V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L V8 6-Spd AT LTD (Natl) CrewMax 5.7L FFV V8 6-Spd AT LTD (Natl) CrewMax 5.7L V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L FFV V8 6-Spd AT TRD Pro (Natl) CrewMax 5.7L V8 6-Spd AT 1794 (Natl) CrewMax 5.7L V8 6-Spd AT Platinum (Natl) CrewMax 5.7L FFV V8 6-Spd AT 1794 (Natl) CrewMax 5.7L V8 6-Spd AT 1794 (Natl) CrewMax 5.7L FFV V8 6-Spd AT Platinum (Natl) CrewMax 5.7L V8 6-Spd AT Platinum (Natl) Shop options
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Key specifications

Highlights
6,800 lbs
Towing Capacity
79 in
Bed Length
Regular Unleaded V-8
Engine Type
15 City / 19 Hwy
MPG
Engine
327 @ 3400
SAE Net Torque @ RPM
310 @ 5600
SAE Net Horsepower @ RPM
4.6 L/281
Displacement
Regular Unleaded V-8
Engine Type
Suspension
Rigid Axle
Axle Type - Rear
Independent
Axle Type - Front
Leaf
Suspension Type - Rear
Double Wishbone
Suspension Type - Front
Weight & Capacity
7,900 lbs
Gross Axle Weight Rating
N/A
Curb Weight
0 lbs
Total Option Weight
6,700 lbs
Gross Vehicle Weight Rating
Safety
Standard
Backup Camera
Standard
Stability Control
Entertainment
Standard
Bluetooth®
Electrical
100
Maximum Alternator Capacity (amps)
710
Cold Cranking Amps @ 0° F (Primary)
Brakes
N/A
Drum - Rear (Yes or )
14 in
Rear Brake Rotor Diam x Thickness
14 in
Front Brake Rotor Diam x Thickness
Yes
Disc - Rear (Yes or )

Notable features

Full-size pickup
Three cab sizes, three bed lengths
New TRD Pro Series version
Choice of V-8 engines

Engine

327 @ 3400 SAE Net Torque @ RPM
310 @ 5600 SAE Net Horsepower @ RPM
4.6 L/281 Displacement
Regular Unleaded V-8 Engine Type

Suspension

Rigid Axle Axle Type - Rear
Independent Axle Type - Front
Leaf Suspension Type - Rear
Double Wishbone Suspension Type - Front

Weight & Capacity

7,900 lbs Gross Axle Weight Rating
N/A Curb Weight
0 lbs Total Option Weight
6,700 lbs Gross Vehicle Weight Rating
6,800 lbs Maximum Trailering Capacity
N/A Fifth Wheel Hitch - Max Tongue Wt.
N/A Fifth Wheel Hitch - Max Trailer Wt.
680 lbs Wt Distributing Hitch - Max Tongue Wt.
6,800 lbs Wt Distributing Hitch - Max Trailer Wt.
500 lbs Dead Weight Hitch - Max Tongue Wt.
5,000 lbs Dead Weight Hitch - Max Trailer Wt.
N/A Gross Combined Wt Rating
N/A Maximum Payload Capacity
N/A As Spec'd Payload
N/A As Spec'd Curb Weight
0 lbs Option Weight - Rear
0 lbs Option Weight - Front
N/A Curb Weight - Rear
N/A Curb Weight - Front
5,095 lbs Base Curb Weight
N/A Aux Fuel Tank Capacity, Approx
26 gal Fuel Tank Capacity, Approx

Safety

Standard Backup Camera
Standard Stability Control

Entertainment

Standard Bluetooth®

Electrical

100 Maximum Alternator Capacity (amps)
710 Cold Cranking Amps @ 0° F (Primary)

Brakes

N/A Drum - Rear (Yes or )
14 in Rear Brake Rotor Diam x Thickness
14 in Front Brake Rotor Diam x Thickness
Yes Disc - Rear (Yes or )
Yes Disc - Front (Yes or )
4-Wheel Brake ABS System (Second Line)
4-Wheel Brake ABS System
4-Wheel Disc Brake Type

Photo & video gallery

2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra 2015 Toyota Tundra

Factory warranties

New car program benefits

Basic
3 years / 36,000 miles
Corrosion
5 years
Powertrain
5 years / 60,000 miles
Maintenance
2 years / 25,000 miles
Roadside Assistance
2 years

Certified Pre-Owned program benefits

Age / mileage
7 years / less than 85,000 miles
Basic
12 months / 12, 000 miles
Dealer certification
160- or 174-point inspections

The good & the bad

The good

Sophisticated ride and handling
Visual separation between trim levels
V-8 exhaust note
Spacious cabins
Optional drop-down power rear window

The bad

Cheap, plasticky interior materials
Atrocious fuel economy
Dated multimedia system
No driver-side grab handle
Limited options vs. domestic brands

Consumer reviews

4.8 / 5
Based on 92 reviews
Write a review
Comfort 4.7
Interior 4.5
Performance 4.8
Value 4.7
Exterior 4.8
Reliability 4.9

Most recent

only had the truck for a little while now but the power

only had the truck for a little while now but the power if the 5.7 is instant. I came from a midsize truck and I don't think ill ever look back. From Ford to Toyota I'll never buy something that isn't Toyota.
  • Purchased a Used car
  • Used for Commuting
  • Does recommend this car
Comfort 5.0
Interior 4.0
Performance 5.0
Value 5.0
Exterior 5.0
Reliability 5.0
0 people out of 0 found this review helpful. Did you?
Yes No

Most reliable truck I ever owned

This Toyota Tundra over exceeded All my expectations I wish I would have got one sooner. I would recommend the Toyota Tundra to anybody very reliable comfortable truck.
  • Purchased a Used car
  • Used for Transporting family
  • Does recommend this car
Comfort 5.0
Interior 5.0
Performance 5.0
Value 5.0
Exterior 5.0
Reliability 5.0
18 people out of 20 found this review helpful. Did you?
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Photo of Aaron Bragman

2015 Toyota Tundra review: Our expert's take

By Aaron Bragman

Big and bold, the 2015 Toyota Tundra TRD Pro is a remarkably spacious, civilized full-size truck, let down by an uncompetitive interior and dismal fuel economy.

From the start, the Toyota Tundra has been something of a bit player in the full-size pickup truck market. It started out as too small, too weak and too limited in size and scope for traditional American buyers, but has since grown in size and capabilities to the formidable beast you see today. No longer second fiddle to its American-brand foes for cab size or towing duties, the Tundra today is a fully competitive, equally massive pickup truck. For 2015, the brand offers an off-road version called the TRD Pro that brings the same all-terrain capability to the full-size truck as similar packages have brought for the Tacoma compact pickup and 4Runner SUV (compare the 2015 and 2014 Tundra here). But in transforming the big truck from spacious towing rig to Baja-ready off-roader, has Toyota compromised its everyday civility? I spent a week with a molten-lava-orange Tundra TRD Pro to find out.

Exterior & Styling
It’s hard to make a full-size pickup look distinctive. There’s only so much one can do with the three-box shape, and many times the designer’s best hope is to just not egregiously screw something up. Toyota’s done a good job in keeping the Tundra conservative yet stylish, conveying a sense of power and heft without looking gaudy. LED headlight trim doesn’t really create as distinctive a look on the Tundra as it does on the GMC Sierra, for instance, but the “TRD Pro” stamped into the rear fenders is certainly unique. The grille is enormous, and on other trim models comes in acres of chrome. It’s body-colored on the TRD Pro, and what a color it is — Inferno orange, so bright and unsubtle that the only way the Tundra would be more noticeable was if it were actually on fire.

How It Drives
Two engines are available for the Tundra: a 310-horsepower, 4.6-liter V-8 or a 385-hp, 5.7-liter V-8, both mated to a standard six-speed automatic transmission. No V-6 is available, turbocharged or otherwise, nor is there a diesel option. My test vehicle was equipped with the bigger engine, matched up to a TRD dual exhaust that sounded positively wicked. The growl and roar of the 5.7-liter added serious macho credibility to the orange truck, making it sound as much like a Baja race truck as it looked. If you’re looking for a luxurious, serene pickup experience, this isn’t it. It’s a butch and brutal assault on the eyes and ears, but it definitely leaves you smiling.

The thrust from the big V-8 is considerable as well. Despite hauling around all that mass, the Tundra develops plenty of motion to go along with that noise, and the six-speed automatic is well-matched to it. Despite the TRD Pro’s off-road-ready shock and suspension tuning, the big truck’s ride and handling are outstanding. It’s not choppy like some other trucks. Even unladen, the softer tune soaks up road imperfections but maintains admirable stability in nearly all driving conditions, a characteristic we found to be true in the 4Runner TRD Pro as well (but most definitely not in the old Tacoma TRD Pro, which is awful on the street). The Tundra’s ride and handling behavior may be its most impressive attributes.

The downside of the Tundra’s big, older powertrains comes at the pump — my 4×4 test truck with the big V-8 is rated at 13/17/15 mpg city/highway/combined, a number that marginally improves to 13/18/15 when you specify the standard 4×2 truck. Opt for the smaller 4.6-liter engine and you’ll net 14/18/16 mpg in 4×4 form, or 15/19/16 in 4×2 trim. This pales in comparison with the best of the domestic competitors. A Chevrolet Silverado 4×4 with the even bigger 420-hp, 6.2-liter V-8 is rated at 15/21/17 mpg, thanks in part to the standard eight-speed automatic transmission. The more efficient 4×2 V-6 Chevy rings in at 18/24/20 mpg, well north of the most efficient Tundra.

The Ford F-150 matches the Chevy’s 6.2-liter V-8 fuel economy with its 385-hp, 5.0-liter V-8, offering up 15/21/17 mpg, but Ford also offers two turbocharged V-6 engines. They supposedly both provide V-8 power with better fuel economy. The Ram 1500 4×4 with its 5.7-liter Hemi V-8 is also rated at 15/21/17 mpg, matching the big engines in the Ford and Chevy. But the fuel economy leader for the Ram lineup is a 4×2 with a light-duty turbocharged EcoDiesel V-6, which turns in a 20/28/23 mpg rating, the best in the bunch. As always, your mileage will vary, but the Toyota has an innate disadvantage from the start due to its outdated powertrains.

Interior
It’s one heck of a climb up into the cabin of the TRD Pro, made more difficult by the lack of a grab handle for the driver (running boards are optional, but then you lose the ground clearance you gained by specifying the TRD Pro trim). Once in the immensely spacious cabin, you settle into some wide, flat seats covered in black-and-orange fabric. The orange stitching carries over to the dash and doors, and looks like a custom order to match the Inferno orange exterior paint. Unfortunately, it looks like a dress-up job on what is otherwise a substandard interior, full of cheap hard plastic and switches that look and feel inexpensive.

In an era when the main players in the class are putting nice interiors in their base model pickups and really nice interiors in the midlevel trims, the Tundra’s interior looks low-rent and cost-cut. You most definitely won’t feel cramped, however, with plenty of room front and back for five full-sized adults. Outward visibility is excellent, with a commanding seating position and big windows all around. The rear window features something no other pickup truck has: It’s one uniform piece of powered glass, and it drops down into the cab body like the door windows. Drop all the windows and you have a unique open-air experience in a pickup, but beware — the aerodynamics mean that exhaust gas is flowing in through that opening, which you’ll smell quite clearly if you accelerate vigorously.

Cargo & Towing
The Tundra may not be the best-selling truck on the market, but it’s got the cargo and towing abilities to hang with the major players. Two wheelbases are available along with three cab styles and three bed lengths, all meant to provide flexibility in ordering. The regular cab can be had with the long bed only, while the double cab can be had with standard or long beds. The enormous CrewMax four-door can only be had with a short bed given its already copious size. My test vehicle, the TRD Pro with the 5.7-liter V-8, standard bed and CrewMax cab, had a tow rating of 9,800 pounds, which is also fully competitive with the rest of the field. All the automakers offer so many combinations for their pickup lineups, however, that comparing them is difficult. Suffice it to say, they can all largely do the same things, and do them well.

Safety
The Tundra’s crash tests give it a four-star overall rating from the National Highway Traffic Safety Administration and a good rating for nearly every test from the Insurance Institute for Highway Safety (out of a possible good, acceptable, marginal or poor). See the Tundra’s crash-test results here. That brings it even with the Ram 1500 in NHTSA’s test, but below the Chevy Silverado and Ford F-150, which both score five stars.

Where we start to see some differences between the trucks is in technology, particularly with safety features. Many automakers are starting to equip their pickups with the latest safety features, with Ford leading the way, featuring available automatic cruise control with crash detection warning and blind spot sensors (Toyota offers this too, but on higher trim levels). The Chevy joins the Ford in offering lane departure warning and parking assist sensors. Both the Toyota and the Ram have some catching up to do in this department. See all of the Tundra’s safety features here.

Value in Its Class
Pricing for the Tundra is as competitive as its equipment, and while you’ll find more options now in terms of packages and trim levels than previously offered, it still doesn’t have quite the same level of build combinations as the domestic trucks. It starts with the 4×2 double-cab short box for $29,705 (including a destination fee), featuring the smaller V-8 engine and not much else. You can option a Tundra up to lofty heights, ranging up through the SR, SR5, Limited, TRD Pro, 1794 Edition and Platinum trim levels. It maxes out at the Platinum CrewMax 4×4 at just less than $50,000, which frankly is still a few steps below where competitor trucks max their luxury trims out at. My test vehicle was a TRD Pro with the CrewMax cab and larger engine; along with an optional drop-in bedliner it came to a reasonable total of $45,465. Build your own here.

The domestic automakers all offer trucks similar to the Tundra TRD Pro, but none with a dedicated midlevel desert-runner spin like the TRD Pro. You can get a Z71 off-road package for the Chevy or specify your Ram to be the new Rebel model, but the TRD Pro trim is more off-road racer than simply off-road capable. It’s not as extreme a Baja-racer truck as a Ford Raptor, but then nothing else is. All of the Detroit trucks offer large engines that outgun the Tundra in horsepower, however, despite tow ratings that are similar. Mix and match the competitors’ options here.

email  
Read more

Big and bold, the 2015 Toyota Tundra TRD Pro is a remarkably spacious, civilized full-size truck, let down by an uncompetitive interior and dismal fuel economy.

From the start, the Toyota Tundra has been something of a bit player in the full-size pickup truck market. It started out as too small, too weak and too limited in size and scope for traditional American buyers, but has since grown in size and capabilities to the formidable beast you see today. No longer second fiddle to its American-brand foes for cab size or towing duties, the Tundra today is a fully competitive, equally massive pickup truck. For 2015, the brand offers an off-road version called the TRD Pro that brings the same all-terrain capability to the full-size truck as similar packages have brought for the Tacoma compact pickup and 4Runner SUV (compare the 2015 and 2014 Tundra here). But in transforming the big truck from spacious towing rig to Baja-ready off-roader, has Toyota compromised its everyday civility? I spent a week with a molten-lava-orange Tundra TRD Pro to find out.

Exterior & Styling
It’s hard to make a full-size pickup look distinctive. There’s only so much one can do with the three-box shape, and many times the designer’s best hope is to just not egregiously screw something up. Toyota’s done a good job in keeping the Tundra conservative yet stylish, conveying a sense of power and heft without looking gaudy. LED headlight trim doesn’t really create as distinctive a look on the Tundra as it does on the GMC Sierra, for instance, but the “TRD Pro” stamped into the rear fenders is certainly unique. The grille is enormous, and on other trim models comes in acres of chrome. It’s body-colored on the TRD Pro, and what a color it is — Inferno orange, so bright and unsubtle that the only way the Tundra would be more noticeable was if it were actually on fire.

How It Drives
Two engines are available for the Tundra: a 310-horsepower, 4.6-liter V-8 or a 385-hp, 5.7-liter V-8, both mated to a standard six-speed automatic transmission. No V-6 is available, turbocharged or otherwise, nor is there a diesel option. My test vehicle was equipped with the bigger engine, matched up to a TRD dual exhaust that sounded positively wicked. The growl and roar of the 5.7-liter added serious macho credibility to the orange truck, making it sound as much like a Baja race truck as it looked. If you’re looking for a luxurious, serene pickup experience, this isn’t it. It’s a butch and brutal assault on the eyes and ears, but it definitely leaves you smiling.

The thrust from the big V-8 is considerable as well. Despite hauling around all that mass, the Tundra develops plenty of motion to go along with that noise, and the six-speed automatic is well-matched to it. Despite the TRD Pro’s off-road-ready shock and suspension tuning, the big truck’s ride and handling are outstanding. It’s not choppy like some other trucks. Even unladen, the softer tune soaks up road imperfections but maintains admirable stability in nearly all driving conditions, a characteristic we found to be true in the 4Runner TRD Pro as well (but most definitely not in the old Tacoma TRD Pro, which is awful on the street). The Tundra’s ride and handling behavior may be its most impressive attributes.

The downside of the Tundra’s big, older powertrains comes at the pump — my 4×4 test truck with the big V-8 is rated at 13/17/15 mpg city/highway/combined, a number that marginally improves to 13/18/15 when you specify the standard 4×2 truck. Opt for the smaller 4.6-liter engine and you’ll net 14/18/16 mpg in 4×4 form, or 15/19/16 in 4×2 trim. This pales in comparison with the best of the domestic competitors. A Chevrolet Silverado 4×4 with the even bigger 420-hp, 6.2-liter V-8 is rated at 15/21/17 mpg, thanks in part to the standard eight-speed automatic transmission. The more efficient 4×2 V-6 Chevy rings in at 18/24/20 mpg, well north of the most efficient Tundra.

The Ford F-150 matches the Chevy’s 6.2-liter V-8 fuel economy with its 385-hp, 5.0-liter V-8, offering up 15/21/17 mpg, but Ford also offers two turbocharged V-6 engines. They supposedly both provide V-8 power with better fuel economy. The Ram 1500 4×4 with its 5.7-liter Hemi V-8 is also rated at 15/21/17 mpg, matching the big engines in the Ford and Chevy. But the fuel economy leader for the Ram lineup is a 4×2 with a light-duty turbocharged EcoDiesel V-6, which turns in a 20/28/23 mpg rating, the best in the bunch. As always, your mileage will vary, but the Toyota has an innate disadvantage from the start due to its outdated powertrains.

Interior
It’s one heck of a climb up into the cabin of the TRD Pro, made more difficult by the lack of a grab handle for the driver (running boards are optional, but then you lose the ground clearance you gained by specifying the TRD Pro trim). Once in the immensely spacious cabin, you settle into some wide, flat seats covered in black-and-orange fabric. The orange stitching carries over to the dash and doors, and looks like a custom order to match the Inferno orange exterior paint. Unfortunately, it looks like a dress-up job on what is otherwise a substandard interior, full of cheap hard plastic and switches that look and feel inexpensive.

In an era when the main players in the class are putting nice interiors in their base model pickups and really nice interiors in the midlevel trims, the Tundra’s interior looks low-rent and cost-cut. You most definitely won’t feel cramped, however, with plenty of room front and back for five full-sized adults. Outward visibility is excellent, with a commanding seating position and big windows all around. The rear window features something no other pickup truck has: It’s one uniform piece of powered glass, and it drops down into the cab body like the door windows. Drop all the windows and you have a unique open-air experience in a pickup, but beware — the aerodynamics mean that exhaust gas is flowing in through that opening, which you’ll smell quite clearly if you accelerate vigorously.

Cargo & Towing
The Tundra may not be the best-selling truck on the market, but it’s got the cargo and towing abilities to hang with the major players. Two wheelbases are available along with three cab styles and three bed lengths, all meant to provide flexibility in ordering. The regular cab can be had with the long bed only, while the double cab can be had with standard or long beds. The enormous CrewMax four-door can only be had with a short bed given its already copious size. My test vehicle, the TRD Pro with the 5.7-liter V-8, standard bed and CrewMax cab, had a tow rating of 9,800 pounds, which is also fully competitive with the rest of the field. All the automakers offer so many combinations for their pickup lineups, however, that comparing them is difficult. Suffice it to say, they can all largely do the same things, and do them well.

Safety
The Tundra’s crash tests give it a four-star overall rating from the National Highway Traffic Safety Administration and a good rating for nearly every test from the Insurance Institute for Highway Safety (out of a possible good, acceptable, marginal or poor). See the Tundra’s crash-test results here. That brings it even with the Ram 1500 in NHTSA’s test, but below the Chevy Silverado and Ford F-150, which both score five stars.

Where we start to see some differences between the trucks is in technology, particularly with safety features. Many automakers are starting to equip their pickups with the latest safety features, with Ford leading the way, featuring available automatic cruise control with crash detection warning and blind spot sensors (Toyota offers this too, but on higher trim levels). The Chevy joins the Ford in offering lane departure warning and parking assist sensors. Both the Toyota and the Ram have some catching up to do in this department. See all of the Tundra’s safety features here.

Value in Its Class
Pricing for the Tundra is as competitive as its equipment, and while you’ll find more options now in terms of packages and trim levels than previously offered, it still doesn’t have quite the same level of build combinations as the domestic trucks. It starts with the 4×2 double-cab short box for $29,705 (including a destination fee), featuring the smaller V-8 engine and not much else. You can option a Tundra up to lofty heights, ranging up through the SR, SR5, Limited, TRD Pro, 1794 Edition and Platinum trim levels. It maxes out at the Platinum CrewMax 4×4 at just less than $50,000, which frankly is still a few steps below where competitor trucks max their luxury trims out at. My test vehicle was a TRD Pro with the CrewMax cab and larger engine; along with an optional drop-in bedliner it came to a reasonable total of $45,465. Build your own here.

The domestic automakers all offer trucks similar to the Tundra TRD Pro, but none with a dedicated midlevel desert-runner spin like the TRD Pro. You can get a Z71 off-road package for the Chevy or specify your Ram to be the new Rebel model, but the TRD Pro trim is more off-road racer than simply off-road capable. It’s not as extreme a Baja-racer truck as a Ford Raptor, but then nothing else is. All of the Detroit trucks offer large engines that outgun the Tundra in horsepower, however, despite tow ratings that are similar. Mix and match the competitors’ options here.

email  
Read more

Safety review

Based on the 2015 Toyota Tundra base trim
NHTSA crash test and rollover ratings, scored out of 5.
Overall rating
4/5
Combined side rating front seat
5/5
Combined side rating rear seat
5/5
Frontal barrier crash rating driver
4/5
Frontal barrier crash rating passenger
4/5
Overall frontal barrier crash rating
4/5
Overall side crash rating
5/5
Rollover rating
3/5
Side barrier rating
5/5
Side barrier rating driver
5/5
Side barrier rating passenger rear seat
5/5
Side pole rating driver front seat
5/5
Side barrier rating driver
5/5
Side barrier rating passenger rear seat
5/5
Side pole rating driver front seat
5/5

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Toyota Tundra history

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