For 2010, the Toyota Tundra receives a more powerful midrange V8 as well as the high-end Platinum and stripped-down Work Truck packages. The Toyota Tundra proved itself worthy in our most recent full-size truck comparison test, narrowly missing 1st place among the stalwart models from Chevy, Dodge and Ford. The 2010 Toyota Tundra lineup has also been expanded to offer trim packages on opposite ends of the spectrum. The new Platinum Package adds features usually associated with luxury cars, while the Work Truck Package is the Tundra's new bare-bones workhorse intended mostly for businesses.
Body Styles, Trim Levels, and Options
The 2010 Toyota Tundra is a full-size, half-ton pickup truck available in three body styles: regular cab, Double Cab (crew cab) and CrewMax (really big crew cab). The regular cab is only available in the Grade trim.
Upgrading to larger cab models adds a power-sliding rear window, full power accessories, fold-up rear seats, cruise control and carpeting. The SR5-equipped Double Cab and CrewMax models add towing and cold weather packages. Other packages largely enhance the Tundra's appearance. New for 2010 Tundras are the Platinum and Work Truck packages. The Platinum package, available on Limited CrewMax models, is the fully loaded Tundra with nearly every available option -- basically turning it into a Lexus pickup. The 4x2 Tundra regular cab and standard bed 4x2 Double Cab come standard with a 4.0-liter V6 producing 236 hp and 266 pound-feet of torque. This engine is mated to a five-speed automatic transmission -- manual gearboxes are not available on the Tundra. Equipped with the tow package and depending on body style, the Tundra 4.6 can tow up to 8,600 pounds.
Fuel economy is an estimated 13/17/14 mpg (14/18/16 with two-wheel drive). Equipped with the tow package and depending on body style, the Tundra 5.7 can tow up to 10,800 pounds.
Antilock disc brakes, traction control, stability control, front-seat side airbags and full-length side curtain airbags are all standard, as are front-seat knee airbags for 2010. In side-impact crash testing, a Tundra Double Cab also achieved a "Good" rating.
For normal, daily use, the Tundra's light steering makes the truck very easy to drive, though at times it feels bigger than competing trucks.
It's smaller than the 276-horsepower, 4.7-liter V-8 (313 pounds-feet of torque) it replaces, but stronger, lighter and more efficient. Part of the engine's appeal is its 310 hp and 327 pounds-feet of torque. Toyota is hitting those numbers by applying many of the same technologies found in the Tundra's 381-hp, 5.7-liter i-Force V-8, which makes 401 pounds-feet of torque. The dual-overhead-cam 4.6-liter V-8 uses dual Variable Valve Timing to precisely control the intake and exhaust valves for better engine performance across all rpm. The Tundra's a heavy beast, weighing in at about 5,400 pounds. Sure, less power has a lot to do with that feeling, but Toyota has also geared the 4.6-liter Tundra's rear differential completely differently. The 4.6-liter Tundra has a final drive ratio choice of either a fuel-efficient 3.90 or a mixed-use 4.10, whereas the 5.7-liter only comes with a launch-optimized 4.30 rear ring and pinion that's perfect for heavy towing. The Tundra hit 60 mph in only 7.97 seconds and ran 660 feet in 10.56 seconds at 69.37 mph. For comparison, during unloaded tests in our 2008 Light-Duty Shootout, the 5.7-liter Tundra yielded a zero to 60 mph time of 7.16 seconds. At Irwindale, the unloaded 4.6-liter Tundra finished the eighth-mile in third gear, with the same launch lag we experienced when the truck was loaded. One interesting thing we picked up on while running the Tundra at Irwindale was how well Toyota has insulated the Tundra's cabin from engine noise. The 4.6-liter exhaust note is strong and smooth to observers.
Essentially, it's flat from 3,500 rpm to 5,900 rpm, with a slight peak at about 4,500 rpm. With the transmission in third gear, max rear-wheel torque was measured at 266 pounds-feet. Toyota expects the 4.6-liter V-8 to provide the 2010 Tundra with a 15/20 mpg city/highway fuel economy rating from the EPA. The 4.6-liter has a lot of ground to make up for Toyota. Only 13 percent of Tundra buyers opt for that engine; the remaining 7 percent choose the 236-hp, 4.0-liter V-6 with 266-pounds-feet of torque.
A 2009 4.7-liter V-8, regular cab, two-wheel-drive Tundra was rated to tow up to 8,500 pounds. A 2010 4.6-liter V-8, regular cab, two-wheel drive Tundra is rated to tow up to a healthy 9,000 pounds. Overall, the 2010 4.6-liter V-8 Tundra's biggest challenges will come from the Ford 4.6-liter three-valve V-8 (9,500-pound maximum towing with 3.55 rear axle, 4x2 crew cab) and GM's 5.3-liter two-valve V-8 (9,700-pound maximum towing with 3.42 rear axle, 4x2 extended cab). Both of those engines come equipped with six-speed transmissions, like the 4.6-liter. Having driven all three powertrains, the 4.6-liter Tundra stacks up well with them in terms of power, refinement and efficiency. The 2010 Toyota Tundra with all-new 4.6-liter V-8 goes on sale later this month.