2014 Toyota Tundra

2014 Toyota Tundra

Episode 3303 , Episode 3316
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When the Tundra replaced the T100 in the Toyota lineup for 2000, it was proof that Toyota was serious about taking on the domestics in the full-size pickup truck market. And while sales have never really challenged F150 or Silverado, the Tundra has carved quite a niche for itself among personal use buyers. Now let’s see if a new manly makeover will help them carve out even more sales.

It’s hard to ignore the 2014 Toyota Tundra’s changed face. It’s larger and more in your face, and in tune with the more rugged appearance that graces the rest of the truck. And that more macho design was by design.

Despite being just as capable as domestic light-duty pickups, the Tundra has thus far been unable to shed its soft image. Well, as truck current marketing-think goes; the bigger the grille, the more capable the truck! So the new Tundra’s cow catcher grows in size, yet still blends in nicely with a new 3-piece front bumper. 

The stance is certainly wider, and fenders are a little more squared off, all helping to reaffirm this Tundra’s credentials, as does towing up to 10,400-pounds. The rear end is “branded” with Tundra script; an integrated tailgate spoiler, and a 3-piece bumper of its own, while aero tricks on the rear tail light lenses and side mirrors help this brutish brick get through the air as efficiently as possible.

To keep pace with the high dollar pickups now in vogue, Toyota adds a new 1794 model that pegs the bling-o-meter with 20-inch alloy wheels and a power moon roof. 3-Cabs are available; the 2-door Regular cab and a pair of 4-doors – the extended Double cab, and the CrewMax crew cab with a standard power sliding back window. All Tundras add Halogen reflector beam headlights with manual level control; and the 1794 edition adds LED daytime running lights. 

We are disappointed to see no major powertrains changes, however. It’s not that they’re inadequate. But, domestic full-size pickups, along with Nissan’s Titan, are making some serious strides in mixing more power with more fuel economy and Toyota is at risk of getting left behind.

As before, a 4.0-liter V6 is the base engine, and a pair of V8’s are available. We spent most of our time in the volume leading 5.7-liter V8 rated at 381-horsepower, and 401 lb-ft. of torque. While it pulls strongly and has a very responsive throttle, compared to domestic V8’s it tends to sound like it’s working much too hard.

It’s paired with a 6-speed automatic transmission with tow/haul mode, and gets Government Fuel Economy Ratings of 13-City, 17-Highway, and 15-Combined for our 4-wheel-drive tester. That makes for a very poor Energy Impact Score thanks to 22.0-barrels of annual oil consumption and yearly CO2 emissions of 10.0-tons. 

While the exterior has undeniably taken the macho route, the interior has actually gotten even friendlier. Materials vary greatly with trim level, but our CrewMax Limited had very comfortable leather clad seats and wood-style trim. Also, Tundra is the only truck with available blind-spot monitoring and rear cross traffic alert. CrewMax models offer plenty of room in the rear seats as well, whether left in place for seating, or folded up out of the way for cargo. Switchgear is nice and big, with a fairly logical layout; and major controls are closer to the driver than before for ease of use.  

One complaint; like most rivals the Tundra’s navigation screen is hard to read in direct sunlight. The Tundra’s frame also carries over from last year, but the suspension has been revised and an improvement is quickly noticed. Ride quality is smoother and you really feel like you’re riding high and breathing thin air. Steering remains hydraulic, providing good overall feel, with better straight line stability. 

During our limited off pavement time we found the Tundra to be plenty capable of handling the less traveled way to your favorite camp site or hunting spot; and engaging 4-wheel-drive on the fly was quick and smooth. An automatic limited-slip differential is standard. 

And when it comes to pricing, starting at just $26,915 the Toyota Tundra is a lot of truck for the money. The 2014 Toyota Tundra has improved greatly and without a doubt has proved itself to be a viable alternative to the Big-3. Still, in this full-size arena, the domestics do it better. However, while Ford, Chevrolet, and RAM may not be worried at the moment; the Tundra is here to stay, and it’s getting better all the time.

Specifications

  • Engine: 5.7-liter V8
  • Horsepower: 381
  • Torque: 401 lb-ft.
  • EPA: 13 mpg city/ 17 mpg highway
  • Energy Impact: 22.0 barrels of oil/yr
  • CO2 Emissions: 10.0 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW