Ahh, the joys of moving from a little car to a giant truck. Can they ever truly be overstated? The first few minutes, you are simply in awe at how large a vehicle you are piloting.
The steering can feel a bit slow, and the width takes getting used to. But after less than a mile, you start to “get it.”
You get the big view forward and to all sides. You get the sense that the roominess of the Tundra’s cabin goes on for miles and miles. And you get the sense, most importantly, that you are unstoppable.
You can move the world in this truck, just by flexing your right foot a little bit. The world suddenly seems more manageable, and all tasks much more do-able with the Tundra 5.7-liter V8 CrewMax Limited.
The 2014 Tundra is all-new this year, with the exterior makeover combined with a distinct strategy to make all the trim levels appeal to different buyers — or at least allow the SR5’s dark grille to be the cool young-person option, while the more expensive Platinum trucks carry an imposingly-wide horizontal brightwork grille theme.
This nose strategy is really smart, and is part of the reason the Ford F-150 is so much more successful than the Ram 1500 or GMC Sierra and Chevrolet Silverado. It makes sense: the Ram and Chevy trucks all look pretty much the same, regardless of whether a $25k work truck or a $55,000 High Country or Outdoorsman Ram.
Toyota has siezed this insight to rich results: the Limited here bridges the gap between the simple black grilles of the SR5 and the premium-aspiring grilles of the Platinum. All work nicely with the huge Tundra surfaces and butch, chunky detailing on the fender flares, lighting elements, and even the TUNDRA stamp in the pickup bed door.
This is an insanely sexy and cool design, and one that really will stand the test of time for truck guys. It is classy, even while oozing testosterone from every panel gap.
The 20-inch wheels of the Limited CrewMax tester model help to ensure people know how loaded and cool your Tundra is, but even the base $25,000 4.0-liter V6 models will never be confused with the Tacoma. They are far too new, wide and huge all around to be anything but a full-size truck.
That being said, we looked in vain for the LED accents in these lower headlamps. There seems to be a place for them – and even some psuedo reflector element where they would normally reside. But no level of button-pushing will make them light up: the Limited runs high-beam-based DRL’s only.
The LED accent is reserved for the loaded Platinum trim, which is a darn shame. It would be a nice feature on this second-from-top Limited trim, and a quick shortcut to knowing this was the 2014 Tundra on the road versus a 2013 or before.
Our Tundra Limited without LED
Tundra Platinum LED shown below.
The Tundra’s cabin is intensely awesome. It is extrmely comfortable, with huge thrones for chairs in every position. The CrewMax has the largest back seat of any pickup truck we’ve driven in many years. By volume, it is probably the largest second-row-seat that Toyota or Lexus builds.
By comfort, it is second to most Lexus models due to the high step-in height and lack of much seat recline angle. But space, my friends, will never be a problem back there. Even three huge dudes will rarely have “thigh-touch” issues.
Thigh-touch? What is that? You know the feeling…: It is when your leg has to touch that of the person next to you on the way to work or a family event? It is usually another gross dude you work with — so having a surplus of space is a great thing. One the Tundra has in spades.
The CrewMax is by far the most popular cab option, making it an easy item to find on the lots. Ford and GM trucks ship mostly in the smaller double cabs, with the largest cabin including a big price jump that the Toyota includes nearly free-of-charge.
2014 TOYOTA Tundra – PERFORMANCE VIDEO
The Tundra has three engines available, but nearly all private buyers will be running a smooth and throaty V8. Only the cheapest SR single-cab and SR5 double-cab offer the standard 4.0-liter V6 — which in itself is plenty powerful with 270-horsepower and a sprint time of approximately 8.5-seconds to 60-mph.
The upgraded 4.6-liter V8 adds about 40 horsepower and 60 pound-feet of torque, dropping that sprint time down to the mid 7-second-range.
The biggest V8 is a dream. It has tug-boat levels of power all over the rev range, but especially down low, with 380 horsepower and 401 pound-feet of torque from 3600 RPM to about 5000 RPM.
This 5.7-liter Tundra is also fast as hell. It is seriously rapid.
As shown in the video below, sprint times of an estimate 5.9-seconds to 60-mph make this one rapid work truck.
There is such a surplus of power with the 5.7-liter V8 option — the big Tundra will still hit those sprint benchmarks with a 1000-pounds of cargo and 1000 pounds of people or trailer out back. It is fast.
Smooth and with good top-end power as well, the big V8 really becomes one of the Tundra’s best selling-points versus the Ford, Chevrolet and Ram trucks. The Nissan is geared more conservatively with its 5.6-liter V8, and is also down at least 60 horsepower and torque from the 5.7-liter Toyota.
The Toyota V8 is smooth and potent throughout the rev range, pulling hard still as the needle hits 6000-RPM. This is when the GM 5.3-liter V8 and even the Ram 5.7-liter V8 are really out of puff and waiting patiently in overrun for an upshift. Those trucks need a new gear to keep moving forward quickly, the Toyota does not.
A six-speed auto in almost all Tundras, bar the base 4.0-liter V6 trims, keeps cruising mileage respectable. A huge 26.4-gallon gas tank means stops are infrequent, but the 13 city / 18 highway MPG ratings take a soft foot to achieve or exceed.
2014 TOYOTA Tech & Mechanical SPECS
This next video is pretty boring, but does show the Tundra at 30-40MPH over gravel trails – being as un-phased by big divots and bumps as and machine I have ever experienced on in this familiar area near my house.
2014 TOYOTA Tundra Pricing
|2014MY Tundra Pricing|
|8327||SR||Regular||5.7L V8 FFV||4×4||$31,515|
|8332||SR||Double||5.7L V8 FFV||4×4||$32,405|
|8335||SR||Double||5.7L V8 FFV||4×4||$32,735|
|8331||SR5||Double||5.7L V8 FFV||4×4||$34,015|
|8336||SR5||Double||5.7L V8 FFV||4×4||$34,345|
|8363||SR5||CrewMax||5.7L V8 FFV||4×4||$36,375|
|8354||Limited||Double||5.7L V8 FFV||4×4||$39,990|
|8374||Limited||CrewMax||5.7L V8 FFV||4×4||$41,895|
|8377||Platinum||CrewMax||5.7L V8 FFV||4×4||$47,320|
|8276||1794 Edition||CrewMax||5.7L V8||4×2||$44,270|
|8376||1794 Edition||CrewMax||5.7L V8||4×4||$47,320|
|8378||1794 Edition||CrewMax||5.7L V8 FFV||4×4||$47,320|
All prices listed above exclude the Delivery, Processing, and Handling (DPH) fee.