Reader Review: 2021 Toyota Tundra 4x4 Crewmax SR5 Trail

“The time has come,” Andrew Fulcher said, “for a refresh.”

The Okotoks, Alberta driver was speaking about the 2021 Toyota Tundra he’d just finished driving. His comment was prescient; not long after returning the truck, Toyota announced an all-new Tundra is coming for 2022. But we’re not writing about that here. Instead, the focus is on the 2021 Tundra 4×4 CrewMax SR5 that Fulcher experienced. No stranger to the model, Fulcher owned a 2007 Tundra for nine years and used it to tow a 5,000 lb. holiday trailer. When he sold the trailer, the Tundra followed not long after. He now has a 2019 Honda Ridgeline.

Some background on the full-size Toyota truck, which was launched in 1999 as a 2000-model year vehicle. First-generation Tundra trucks were built from 1999 to 2007 and were initially equipped with a 3.4-litre V6 or a 4.7L V8. Once on the market, Toyota continuously updated cab styles and available engines and transmissions. Early in 2007 Toyota’s second-generation Tundra grew in size – and the truck was available in a number of different configurations. The Tundra was refreshed for 2014 with updated exterior design elements and could be powered by either a 4.6-litre V8 or a 5.7L V8.

Fast forward to 2021, and the Tundra is available solely with the 5.7L engine and six-speed automatic transmission in Double Cab or CrewMax configuration and, in Canada, only as a 4×4. No official details are currently available about what will change for the next-generation Tundra, set for 2022, as mentioned earlier.

Fulcher’s tester was finished in Army Green paint and had a black cloth interior with tan contrast stitching. Options included the $3,460 Trail package, featuring black badging and TRD off road wheels in dark grey, eight-way power adjustable driver’s seat, and LED daytime running lights beside the 1794 grille with colour-keyed surround. All in with freight and PDI but before taxes, his truck was close to $54,000.

“It’s a large truck and it’s designed for business, and I do like the way it’s put together but it wasn’t in a colour that I would have chosen for myself,” Fulcher says of the ’21 Tundra CrewMax he piloted. “The 1794 grille gave it a rough and tough, ready to go appeal. There was no frippery, and it was utilitarian looking.”

It’s a long way up to the driver’s seat, Fulcher says, but he’s six foot three inches tall and didn’t need to use the side steps that are part of the Trail package. Once in the seat, it was a simple task of locating all controls to manipulate and adjust the cockpit to his liking. He still had six inches of headroom and at least five inches of knee room – fantastic, he says, for someone his size.

“I love the HVAC controls,” Fulcher says. “They are right there, and they’re all dials. The seat was comfortable, and it was covered in a dark fabric that was nice looking and appeared to be of good quality.

“All controls were easy to reach but the heated seat control looked like an afterthought. It was just an on/off switch, and it was in a really odd place.”

Having said that, overall interior fit and finish was rated very good, with plenty of chrome accents that gave it some flash, without feeling too plasticky. Performance from the 5.7L gasoline engine that makes 381 horsepower and 401 lb-ft of torque was prodigious.

“You hit the gas and you’ve got power right now,” Fulcher says. “It’s immediate, and you don’t run out of it. I do think the truck would benefit from a couple of extra gears and that would help improve the fuel economy (he averaged about 16L/100km during his week).”

The truck always felt well-planted going down the road, Fulcher explains. The suspension was stiff, much like an old-fashioned truck, he adds, but figures with some weight in the box or being towed — the CrewMax SR5 is capable of hauling 4173 kilograms — the ride would be better. Surprisingly for a full-size truck, the Tundra has an incredibly tight turning radius.

“It turns better than my Ridgeline, it turns around on a dime and I really appreciate that,” Fulcher says.

The Tundra shines in rear passenger room. Fulcher says there’s plenty of it, and figures three adults could sit comfortably in the rear seats, “It’s not a little bench back there,” he says, and adds, “They fold up, too, and you could probably haul a pool table back there.”

Favour was found in the cargo box, where Toyota has equipped the Tundra with four adjustable tie-down cleats. “You don’t have to worry about a place to tether anything,” Fulcher says of the feature.

Returning the keys, Fulcher says the Tundra would suit a family who does a lot of camping and towing, or someone running a construction or landscaping company needing to haul workers between job sites.

“It’s time for some updates, though, like a few more gears in the transmission, some more USB ports and the suspension needs to be tuned,” Fulcher says as he handed back the key, and concludes, “But I still see the Tundra as a quality truck.”

DRIVER’S JOURNAL

Black wheels look cool, as do the blacked-out badges. On top of the central console (which has more storage than my office desk) there is a spot for your phone but no wireless charging. I like the built-in trailer brake along with adjustments to it and lighting adjustments all in one place and a tow/haul button. Great set up for trailering. Dashboard dials are easy to read: a large tachometer and speedometer are either side with temperature gauge, oil temperature, gas, and coolant in the centre. Auto dimming high beam switch and mute button on steering wheel a nice touch.

No heated steering wheel, funny what you get used to! I sat in the rear behind my adjusted driver’s seat and had a ton of leg room. Liked the way the rear doors open 90 degrees for easy entry. There are no rear HVAC controls, just off and on and a big miss is there are no USB plugs in the rear. Sure, there are three up front, but the rear gets only one old cigarette lighter style plug.

Checked out the smart cruise control which keeps the requisite distance between you and the car in front; it worked very well, although it does not work under 50 km/h. The rear backup camera does have guidelines superimposed on the picture however, unlike the last several cars I have driven, the lines do not move and change when you move the steering wheel, they are static lines, making it harder to understand just how the truck will move when you turn the steering wheel to back into a parking stall. This would have been useful on such a big truck. Also, no proximity sensors front or back.

Local journey recorded 16.5L/100. When you hit a bump, the back can sometimes chatter and shake around. My old truck definitely rode like a truck; what I mean by that is the ride was not tremendously comfortable, you felt imperfections in the road and the springs were very stiff. This new truck has exactly the same ride as my old one, which is disappointing.

Truck handled well, huge windshield and good visibility out front.

Did a few errands round town. My wife, Suzan, loves the side steps making it easier to get in and out. One thing, in 2021, is it too much to ask to have keyless ignition? I am so used to not having to fumble for my key. No command start either. Like any upgrade, once you have had these things, you miss them when they are not there.

Took advantage of the utility nature of the truck and went to the recycle centre to drop off several bags of yard waste. The rear tailgate opens with dampers making it easy to open and doesn’t slam down like others I have used.

Drove to Turner Valley. Truck handled well, huge windshield and good visibility out front. Easy to use HVAC controls, great vents, easy to direct where you need air flow most, no fogging up in this beast. Drop off the truck after gassing up. Cost me $60 for 50L of gas and I only did about 350 kilometres. I am glad to be giving the truck back, I enjoyed driving it, but it very much felt like it had old technology. The few modern amenities were not enough but as a workhorse vehicle it does what it is supposed to and will carry five large people in relative comfort.