Project Tundra: A Buyer’s Guide

We’re always on the lookout for great tow vehicles. After all, several of our project cars aren’t road-legal, and several more aren’t road-worthy, so having competent tow vehicles in the GRM fleet is a high-priority.

But tow vehicles shouldn’t be penalty boxes, either. And while we’ve gone through the litany of vans, full-size SUVs and pickups, we were recently smitten by a particularly civilized towing option that’s also extremely competent in hauling a load. We’re talking about the second-generation Toyota Tundra, known by Toyota as the XK50 chassis.

And we’ll also start out this entry by saying we weren’t technically in the market for a new tow vehicle. Our C5 Corvette project was mostly being pulled around by a 2004 Chevy Silverado with a 5.3 LS and a tow package, and it was a functional–if a little rough around the edges—hauling rig.

Then Toyota dropped off a 2020 Tundra as a media loaner one week.

While its $60,000-plus price tag shocked us, rudimentary research showed us that the current Tundra has remained largely unchanged since its introduction as a 2007 model. It’s been through a few facelifts and trim level reorganizations, but it’s basically the same truck that’s carried over throughout the entire second generation.

So, within a few days of hanging out with the new version of the Tundra, we fell in love and bought an older version to haul around the Corvette. If you’re looking for a new-to-you pickup, here’s some Tundra shopping tips:

• Throughout the second generation, Tundra have been available with three basic engine choices: a V6, a midsize V8 and the big daddy 5.7-liter V8. The midsize V8 was a 4.7-liter UZ-family variant for the 2007 through 2009 model years, with a 4.6-liter UR-family engine replacing it in the mid-weight V8 slot from 2010 on. The 5.7-liter has always been a UR-family, quad-cam V8 rated at 381 horsepower and 401 lb.-ft. of torque.
• Trim levels and options are… numerous. Throughout the years, Toyota has switched up the names and option sets for the trim packages, but for the most part it breaks down like this: Tundra Grade is essentially the “base” model, although Tundra Grade trim levels can be optioned up fairly heavily. Tundra Grade models are available with all the engine choices and in all the body configurations, which include a Regular Cab (two door) with either a 6.6-foot or 8-foot bed, a Double Cab (four doors with the rear doors and seating area being somewhat smaller) with a 6.6-foot or 8-foot bed, and a Crew Max (four full-sized doors and large back seats) with a 5.6-foot.

• For several years, there was a midrange trim level, sometimes called Base or SR5, that was typically available in fewer configurations (although the exact configurations changed from year to year), but were also heavily optionable.
• Finally, the top-of-the-line Tundras were usually referred to by the Limited trim grade designation, and were usually V8-only models in Double Cab or Crew Cab configurations. The Limited trim featured all the bells and whistles like heated leather and lots of in-cab electronics like premium sound systems and backup cameras.
• All that said, if you’re looking to tow, you’re really looking for a 5.7-liter model. The V6 models can tow up to around 5000 pounds, which is fine if all you’re doing is hauling around Miata shells. The midsize V8 models have towing capacity that ranges all over the place, from less than 7000 pounds for a Double Cab short-bed with no tow package, to almost 9000 pounds for a Regular Cab long-bed with a tow package. But all 5.7 models are rated to tow at least 10,000 pounds, with some rated up to 10,900 in certain configurations. Plus, all 5.7-liter Tundras are equipped with tow packages, which include larger brakes, a transmission cooler, brake controller, trans temp gauge and a more aggressive rear end ratio. 
• Even though all XK50 Tundras are basically the same truck, there were a few interior and exterior facelifts throughout the years. In 2010 and again in 2014, there were sheet metal and interior changes. It’s hard to say that any particular era is better or worse than others, but the 2010 changes were a nice upgrade from the more utilitarian interiors of previous models. Some owners have reported that high-use interior items like grab handles, trim pieces and switches and knobs seem to be lasting longer on the newer models, but it’s hard to determine whether that’s from upgraded materials and design or simply from them being newer in general.

• Trouble spots on 5.7-liter Tundras include… uh… not much. In all of our research, we couldn’t really come up with consistent reports of things to look for. Tundra trouble spots appear to largely track with general maintenance and condition of the vehicles. Pre-2009 models reported more rust issues than later trucks, but, again, age could be the biggest factor here. Anecdotally, we’ve talked to a few Tundra owners who have replaced starters at between 150,000 and 180,000 miles, but, jeez, if something needs a starter at that mileage, can it really even be called a trouble spot?
• Other reports we’ve heard include interior trim issues (on pre-2010 trucks), front window regulators and switches, and faulty air injection pumps. But, again, we have to stress that none of these complaints appear in such high numbers that we’d really even call them trouble spots. These were simply the only specific issues that appeared more than once in our research.
• If there is a catch on the 5.7-liter trucks, though, it’s fuel economy. The big V8 absolutely loves gasoline and just can’t get enough of the stuff. Expect 15 mpg in regular use and 10-12 towing and hope cheap gas stays around for a while.
• In addition to the numerous configurations possible from the Toyota catalog, there were also several regional “port packages:” Let’s call them option kits installed at the port of entry or regional distributor level for sale in those geographic areas. These were typically upgrades to well-equipped Tundra Grade models that included appearance kits, wheel and tire upgrades, interior trim packages, and badging. So if you’re shopping for a Tundra and find one that seems to carry a designation that doesn’t seem familiar, a quick Google search can usually clear up things. For example, Southeast Toyota dealers got an XSP package that included BBS wheels and some carbon fiber interior trim, Gulf States Toyota dealers got a TSS package, and we’ve heard of other regions getting specific packages as well, although documentation on the overall package is tricky to come by. Usually a search for your specific package nets relatable results.
• In addition to spending a lot on gas, plan to spend a lot on the truck as well. Used Tundras regularly trade hands for 15-20% more than similarly equipped and similar year trucks from the Big 3. So there’s definitely a premium to be paid, but the tradeoff is in the typically higher quality ratings and potentially lower maintenance costs of the Toyota vs. the Ford, Chevy or Chrysler products. And once you’re ready to move on, Tundras appear to be holding their value as well or better than their American counterparts, meaning less of a hit from depreciation, even if you’re taking that hit on initial purchase price. Plan on spending $10,000 or more for a 2007-’09 5.7-liter truck with age-appropriate mileage, which is probably well over 100,000. In the $15,000 range, you’re looking at 2010-’13 trucks in the 100,000-mile range in good condition, and later trucks with fewer miles can easily top $20,000-$25,000.

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