2014 Toyota Tundra

SR RWD 2-Dr Reg Cab V6 auto trans

SR RWD 2-Dr Reg Cab V6 auto trans

2014 toyota tundra Reviews and News

2014 Toyota Tundra Group Photo 02
Toyota's beleaguered design staff needed to try something, anything, with the 2014 Tundra. Customers, automotive critics, and little old ladies in crosswalks had been demanding better styling for the unhappiest-looking pickup on the market. So, with nearly limitless digital capacity at their disposal at the Calty Design Center in Newport Beach, California, and the Toyota Technical Center in Ann Arbor, Michigan, the team dispatched their evolving creation on a virtual journey.
First, evidently in a capricious mood after coffee, they sent it to the virtual petting zoo, where it swallowed a muscovy duck and found, as in some fairy tale, that it began to resemble its meal. Talk about a big honkin' truck! Next, it careened through a virtual rodeo; the fencing and grandstand debris couldn't be removed from the front end. Finally, it was barrier-tested against Glenn Campbell's "Rhinestone Cowboy." Hence, the glitter.
Then the old devils in design pressed "send." The result was displayed to flagrant disadvantage when the '14 Toyota Tundra was introduced to the press at Falling Rock at Nemacolin Woodlands Resort in Pennsylvania. This bastion of Frank Lloyd Wright emulation is just down the road from the architect's Fallingwater house. Wright himself could sometimes overdo it, and because he was a tyrant, no one told him, "OK, that's enough!" Yet the emphasis always remained on simple lines and functionality.
Not so with the '14 Tundra. That hornbill-hood syndrome, with the chrome grille surrounds extending over the edge, is overkill. And the vented snout up there on the 1.6-inch-higher hood? It's fake. Sheetmetal seals up the underside. Good thing handguns aren't allowed in the Newport Beach and Ann Arbor facilities, or a whole lot of designers would be rehabbing foot injuries.
Considering this new level of Frankentruckness along with the curious lack of powertrain improvements and the absence of key features, we have to ask: will Toyota ever get the big truck thing right? (Nissan can't get the big truck thing right, either, but the modesty of the Titan's styling is appreciated.) Toyota's twenty-one years in the full-size segment have resulted in the automotive equivalent of direct release to video.
Yes, many good things were done in the attempt to refine the Tundra and improve this year's sales of 107,000 units. Toyota excels at bringing along its products from one generation to the next. To this end, a new top-of-the line model was added: the 1794 Edition, which salutes the ranching pioneers of the San Antonio property where Toyota builds Tundras and Tacomas.
The 1794 Edition has 20-inch alloy wheels, heated and ventilated front seats, LED daytime running lights, a moonroof, a tow package, and premium infotainment. With the CrewMax cab configuration, the cargo bed is 5.5 feet long, but the backseat is vast and the seat cushions tip up for added storage space. The handsome leather-and-suede-trimmed interior with rearranged instrument display and center console really stands out. "I'd put this interior up against any vehicle on the road," said chief engineer Mike Sweers. The steering wheel, of leather and wood, is a wonder. And we actually found ourselves gazing with appreciation at the tufted floormats and thinking, "Wow, people lived well in the eighteenth century!"
The 1794 stands over the SR and SR5, Limited, and Platinum in a four-model lineup. Although they share the same powertrain and basic running gear, stepping down from the 1794 to the Platinum is disappointing because of the latter's dismal interior of urethane and olefin. The model mix includes a choice of a a 4.0-liter V-6 and V-8s of 4.6 and 5.7 liters. There are regular, double and CrewMax cabs; cargo bed lengths of 8.1, 6.5, and 5.5 feet; and of course the choice between rear- and four-wheel-drive. A backup camera is standard on all models, and a blind-spot monitor with rear cross-traffic warning alert is included on CrewMax models. Sweers said it was either this feature or an integrated step in the bumper, and they went with safety instead.
Another gripe about the Tundra is that nothing much is happening in the cargo bed. Compared with the Ram's clever cargo management system and bodyside storage compartments or the Ford F-150's bed extender and deployable tailgate step, it's not too advanced. Having a spoiler integrated into the tailgate looks OK, but we're not sure if it reduces drag enough to make a difference. Fuel economy figures are not good.
On the road, the Tundra drives just dandy. The 5.7-liter V-8 is smooth and quiet and has a nice kick. The six-speed automatic is no match for the Ram's eight-speed (and the fuel economy advantage it returns), but isn't a bad transmission. Compared with electrically assisted steering, the Tundra's hydraulic assist feels like having a bass on the line instead of just bait, and rolling on massive P275/55R-20 Bridgestone Dueler all-season tires, the 1794 managed to avoid the brittle sort of ride we experienced most recently in an F-150 on 22-inch wheels. Heading for a secluded hilltop cabin, we ascended a rutted trail nearly to the crest before switching to four-wheel low and blasting over the top. This was accomplished without the specially developed Michelin off-road tires that are available.
While we chide Toyota about the homely face of this poor truck, we find the sharper character line on the side quite appealing. And the Tundra name stamped into the tailgate is a nice touch. When the '14 Tundra goes on sale in mid-August, with nationwide availability by mid-September, Toyota expects to see sales rise by 30,000 units. (Pricing has yet to be announced.) The toughest challenge for them will be to fully utilize the factory's capability in producing that many.
Those of us who live in Southern California see 40-year-old Toyota compact trucks in regular use by gardeners and junk collectors, and although the Tundra is aimed more at suburbanites with toys or mulch to haul, we know it will still be scrapping around in mid-century, favored approximately by the same bunch of users. Maybe by then, as our perspective evolves, we won't be so appalled by how it looks. Nevertheless, in the summer of 2013, we find it regrettable, and we can't think of a significant advantage the Tundra has over the Ram or any other full-size competitor.

2014 Toyota Tundra

Engine: DOHC 4.0-liter V-6; DOHC 4.6-liter; DOHC 5.7-liter V-8
Power: 270 hp @ 5600 rpm; 310 hp @ 5600 rpm; 381 hp @ 5600 rpm
Torque: 278 lb-ft @ 4400 rpm; 327 lb-ft @ 3400 rpm; 401 lb-ft @ 3600 rpm
Transmission: Five- or six-speed automatic
Drive: Rear- or four-wheel
Steering:Hydraulically assisted rack-and-pinion
Front suspension:Double-wishbones with stabilizer bar and gas shock absorbers
Rear suspension: Live axle with leaf springs and gas shock absorbers
Brakes: Four-wheel ventilated disc with ABS
Tires: P255/70R-18, P275/60R-20 all-season
L x W x H: 228.9-247.8. x 79.9 x 75.8-76.4 in
Wheelbase: 145.7-164.6 in
Track F/R: 67.9/67.9 in
Weight: 4760-5860 lb
Ground clearance: 10.0-10.6 in
Angle of approach: 26.0 degrees
Ramp breakover: N/A
Angle of departure: 21.0-22.0 degrees
Passenger volume: N/A
Cargo volume: N/A
Towing: 9000-10,400 lb
EPA Mileage (est.): 4.0-liter V-6 4x2 16/20 mpg; 4.6-liter V-8 4x2 15/19 mpg, 4x4 14/18 mpg; 5.7-liter V-8 4x2 13/18 mpg, 4x4 13/17 mpg
2014 Toyota Tundra
2014 Toyota Tundra

New for 2014

The 2014 Toyota Tundra gets a redesigned interior and exterior, the high-end 1794 trim level, and Toyota’s Entune smartphone integration for the infotainment systems.

Vehicle Overview

The Toyota Tundra is the automaker’s full-size half-ton pickup that fits above the smaller Tacoma in the lineup.


The 2014 Toyota Tundra is available in four trim levels, has one V-6 and two V-8 engines, five- and six-speed automatic transmissions, rear- and four-wheel drive, and three different cabs. The regular cab is exactly what you’d expect, the double cab is surprisingly roomy, and the CrewMax is downright spacious. The base SR model gets the option of a 4.0-liter V-6 that makes 270 hp and 278 lb-ft of torque, can only be paired with RWD and a five-speed automatic, and gets an EPA-estimated 16/20 mpg city/highway. Two V-8s are available: the 310-hp 4.6-liter V-8 that makes 327 lb-ft of torque, or the 381-hp 5.7-liter V-8 that makes 401 lb-ft. Both engines get a six-speed automatic and get EPA-estimated mileage to the tune of 14-15/18-19 on the 4.6-liter V-8 and 13/17-18 on the 5.7-liter V-8.
The 2014 Toyota Tundra lineup received three- and four-star overall safety rating from the NHTSA (out of a possible five stars): The regular and RWD extra cab models received the lowest rating at three stars, while the crew cab and 4WD extra cab models received the highest rating at four stars. In IIHS testing, the Tundra received a rating of good for the four categories it has been tested in (the highest-possible rating is good).

What We Think

In a vacuum, this truck is great, but we couldn’t help comparing it to the domestic competition, saying in a First Drive of the 2014 Tundra: “Another gripe about the Tundra is that nothing much is happening in the cargo bed. Compared with the Ram's clever cargo management system and bodyside storage compartments or the Ford F-150's bed extender and deployable tailgate step, it's not too advanced . . . the six-speed automatic is no match for the Ram's eight-speed (and the fuel economy advantage it returns), but isn't a bad transmission . . . Considering this new level of Frankentruckness along with the curious lack of powertrain improvements and the absence of key features, we have to ask: will Toyota ever get the big truck thing right?” Despite those criticisms, we praised the 1794 edition for its high quality and comfort. While it’s a good truck in some ways, “we can't think of a significant advantage the Tundra has over the Ram or any other full-size competitor.”
You’ll Like
  • Well-paired 5.7-liter V-8 and six-speed tranny
  • 1794 edition
  • Good steering feel and feedback
You Won’t Like
  • Poor fuel economy
  • Controversial revised styling
  • Missing key features of competitors
Key Competitors
  • Ford F-150
  • Chevrolet Silverado 1500
  • Ram 1500
  • GMC Sierra 1500
  • Nissan Titan


2015 Toyota Tacoma And 4Runner
Aimed at the hardcore off-road enthusiast, Toyota will roll out a new line of purpose-built trucks under its Toyota Racing Development (TRD) banner in fall 2014. The TRD Pro series adds a special set of exclusive equipment to certain Toyota Tundra, Tacoma, and 4Runner models with 4x4 capability.
2014 Toyota Tundra Car B Q Commercial
Toyota announced today a new marketing campaign for the 2014 Tundra called, "Build Anything." In addition to print and online advertisements, the effort features three new commercials that show the 2014 Toyota Tundra transforming the backyards of everyday drivers.
2014 Toyota Tundra Limited Left Front 1
The Toyota Tundra burst back onto the full-size truck scene for 2007 with more attitude, space, and capabilities. While the refreshed 2014 Tundra can't quite be called an all-new model, pricing will stay competitive: a base regular cab model with rear-wheel drive and a V-6 will carry a $26,915 MSRP. At the top end of the range are the 2014 Tundra 1794 Edition and Platinum, both of which have a four-wheel-drive base price of $48,315, including the $995 destination charge.
2014 Toyota Tundra And 2014 Ford F 150
Toyota and Ford are going their separate ways when it comes to developing a rear-drive SUV and truck hybrid system. Originally announced in August 2011, the now-dissolved collaboration means future hybrid-powered light-duty trucks and SUVs from the two brands will each boast unique technology.

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2014 Toyota Tundra
2014 Toyota Tundra
SR RWD 2-Dr Reg Cab V6
16 MPG City | 20 MPG Hwy
Top Ranking Vehicles - MPG

2014 Toyota Tundra Specifications

Quick Glance:
4.0L V6Engine
Fuel economy City:
16 MPG
Fuel economy Highway:
20 MPG
270 hp @ 5600rpm
278 ft lb of torque @ 4400rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer Rear (optional)
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
36,000 miles / 36 months
60,000 miles / 60 months
Unlimited miles / 60 months
25,000 miles / 24 months
25,000 miles / 24 months
Recall Date
Gulf States Toyota, Inc. (GST) is recalling certain model year 2013-2014 Toyota Tundra vehicles modified by GST as part of certain vehicle packages to be equipped with a combination of non-Toyota-brand 20-inch alloy wheels and chrome plated lug nuts. The coating on the lug nuts may give, causing the lug nuts to loosen or the wheel studs to fracture.
If the lug nuts loosen, or the wheel studs fracture, the wheel may separate from the vehicle, increasing the risk of a crash.
GST will notify owners, and dealers will replace 20 lug nuts and torque them to specification, free of charge. The recall began in August 2014. Owners may contact GST customer service at 1-800-444-1074.
Potential Units Affected
Gulf States Toyota, Inc.

Recall Date
Toyota Motor Engineering & Manufacturing (Toyota) is recalling certain model year 2014 Toyota Tundra CrewMax and Double Cab vehicles manufactured July 29, 2013, to August 22, 2014. Due to the possible misinstallation of the upper tab of the B-pillar interior trim, the Curtain-Shield Air Bags (CSA) may not deploy properly in the event of a crash.
If the Curtain-Shield Air Bags (CSA) do not deploy properly there is an increased risk of occupant injury during a crash.
Toyota will notify owners, and dealers will inspect the B-pillar interior trim installation and will replace it if it is not installed correctly, free of charge. Owners may contact Toyota customer service at 1-800-331-4331.
Potential Units Affected
Toyota Motor Engineering & Manufacturing

IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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