2017 Toyota Tundra 4x4 Limited

THE AUTO PAGE

By John Heilig

• MODEL: 2017 Toyota Tundra 4X4 Limited
• ENGINE: 5.7-liter V8 
• TRANSMISSION: 6-speed automatic with sequential shift 
• HORSEPOWER/TORQUE: 381 hp @ 5,600 rpm/401 lb.-ft. @ 3,600 rpm 
• WHEELBASE: 164.6 in. 
• LENGTH X WIDTH X HEIGHT: 247.8 x 79.9 x 76.4 in. 
• TIRES: P275/55R20 
• CARGO CAPACITY: 1,490-1,600 lbs., 8.5-inch double walled bed 
• ECONOMY: 13 mpg city/17 mpg highway/16.4 mpg test 
• FUEL TANK: 38.0 gal. 
• CURB WEIGHT: 5,470 lbs.  #/HP: 14.4
• TOWING CAPACITY: 10,500 lbs. 
• COMPETITIVE CLASS: Ford F-150, Chevrolet Silverado, Dodge Ram, Nissan Titan 
• STICKER: $47,068 (includes $1,195 delivery, $3,543 options)
• BOTTOM LINE: The Toyota Tundra is a fully capable full-size pickup with everything you would expect from it.
• 

          Do you remember “back in the day,” when Japanese cars were mostly tiny little things on 12-inch wheels with barely enough power to get out of their own way? Things have changed.

          The Tundra is Toyota’s full-size pickup, and as such it competes with all the American full size trucks. In this case, the Tundra is close to being the biggest vehicle I have driven, at more than 20 feet long. And just because it says “Toyota” on the tailgate, this is a full ‘Murican truck, built in San Antonio, Texas, by real ‘Muricans.

          Oddly, despite the size, the Tundra was reasonably easy to handle in tight situations. On the road, where we spent a good portion of our miles, it was a pleasure, with a comfortable ride thanks to the long wheelbase and heavy weight. The Tundra still calculated out at a 14.4 pounds per horsepower, which is respectable, and accounts for the decent acceleration at all speeds.

          The Tundra is all truck. Standard equipment includes: on demand 4WD with an electronically controlled transfer case; a larger fuel tank (ugh!); a tow package with a receiver hitch, seven-pin connector, and heavy duty battery. 4.20 axle ratio, engine and transmission coolers, 

          Yes, the Tundra is big. But it is listed as a Double Cab, meaning there is a good back seat, but one of those pseudo doors to gain entry. It seems to me that when you’re dealing with 20 feet of vehicle, you can put in real rear doors.

          Front seats are spacious. While our tester was equipped with bucket, or individual, seats, bench seats are available. I am a fan of bench seats, and I can see the practicality in a pickup truck, almost more than in a sedan. Between the front seats is a huge center console/arm rest whose top proved to be a perfect location for holding a cell phone. Entering the Tundra is eased by a tubular step up and assist handle on the passenger’s A-pillar. 

          Rear seats seem cramped, especially if one of the front seats is pushed back. Rear seat entry is aided by assist handles on the B-pillars. Both front and rear seats offer excellent headroom for Texas-sized Stetsons.

          Tundra has all the amenities you’d expect in a modern sedan - blind spot monitor and rear cross traffic alert are especially important in a vehicle of this size. 

          Where the rubber (P275/55R20 tires) meets the road there is an issue. A considerable amount of tire/road noise enters the cabin, such that conversation can build to a shouting match and the audio system has to work overtime. 

          The cargo bed is huge, as you would expect. In our tester, it had a “hard trifold tonneau cover” ($1,295 option) that did a great job of protecting anything that was underneath. This was lockable, so that anything there was safe. Sadly, with the tonneau in place, anything you wanted to carry under it was restricted to 22 inches in height. You guessed it, what we wanted to carry was 24 inches in height, and with the threat of rain, we didn’t want to carry it uncovered. 

          Also, the bed is double walled and has a bedliner sprayed on it for added protection. There are multiple tie-downs in the bed to keep objects secure. Additionally, the bed is lighted at night, although the light is kind of useless with the tonneau cover in place.

          Except for the tire noise, we enjoyed the Tundra. It was easily recognizable in a crowd, thanks to the Inferno orange paint, yet it wasn’t unmanageable in maneuvering.

(c) 2017 The Auto Page Syndicate

Should we tap the brakes on Smart Cars?

Automakers are working to build and deliver smart cars to the public in he very near future. But as Bumper2Bumpertv has learned they may have overlooked the human factor in the driving experience.

Toyota Tacoma TRD Pro

THE AUTO PAGE

By John Heilig

• MODEL: 2017 Toyota Tacoma TRD Pro
• ENGINE: 3.6-liter V6 
• TRANSMISSION: 6-speed automatic with sequential shift 
• HORSEPOWER/TORQUE: 278 hp @ 6,000 rpm/265 lb.-ft. @ 4,600 rpm 
• WHEELBASE: 127.4 in. 
• LENGTH X WIDTH X HEIGHT: 212.3 x 75.2 x 71.6 in. 
• TIRES: P265/70R16 
• CARGO CAPACITY: 1,175 lbs. payload 
• ECONOMY: 18 mpg city/23 mpg highway/17.8 mpg test  
• FUEL TANK: 21.1 gal. 
• CURB WEIGHT: 4,445 lbs. #/HP: 16.0 gal. 
• TOWING CAPACITY: 6,400 lbs.  
• COMPETITIVE CLASS: Chevrolet Colorado, Honda Ridgeline, Nissan Frontier
• STICKER: $44,814 (includes $940 delivery, $1,114 options)

• BOTTOM LINE: Then Toyota Tacoma is almost a perfect size for a pickup, with decent power and good ride quality.

          Toyota introduced an all-new mid-size Tacoma pickup in 2016, joining a niche in the market that only Chevrolet and GMC fill on the domestic side and Nissan and Honda on the import side. For 2017, there’s a new Tacoma option, the TRD Pro, aimed at, as Toyota says, “The most dedicated adventure-seeking, off-road-loving, work-hard-play-hard enthusiasts.”

          Well, constant readers will realize that in urban Eastern Pennsylvania, off-roading locations are a challenge to find, so what you’re going to get here is an on-road “adventure" review.

          We took the Tacoma to get lawn mower parts while it was in my driveway. First, the man who owns the Cub Cadet store said the Tacoma was just what he wanted. He could tow his trailer with his ATV and still use the truck for work. 

          We had a slight problem with the cargo bed, though. It was equipped with a bed extender, which is normally a great feature. However, our lawn mower parts were in a large heavy box, and two older men (me included) couldn’t lift the box over the extender, so we had to remove it, load the box, then re-install it. 

          The TRD Pro looks tough. Again, according to Toyota, “its heritage-inspired ‘TOYOTA’ front grille with color-keyed surround, blacked-out hood scoop and graphic, color-keyed power outside mirrors with turn signal indicators, color-keyed door handles, black overfenders, and color-keyed rear bumper” serve to separate it from more pedestrian Tacomas. 

          Yes, it looks tough, almost like a super duty US truck. With its double cab (pseudo rear door handle) and short bed, the TRD Pro has all the off-road goodies one would want. To the base TRD Off-Road model, the TRD Pro adds18-inch black alloy wheels, Goodyear Wrangler All-Terrain tires, TRD-tuned front springs, TRD-tuned rear suspension, FOX 2.5-inch Internal Bypass shocks, TRD Pro aluminum front skid pad, standard V6 tow package, and all the visual goodies you’d want. 

          Overall, the TRD Pro is a nice package, not just a souped-up Tacoma with a hard ride. The 3.6-liter V6 engine offers good power at 278 horsepower. Acceleration is good, even from 50 mph up. The engine is relatively quiet. It does get noisy on hard acceleration, but what engine doesn’t?, but in general the engine is quiet. 

          Road feel is good. The Tacoma has good ride comfort. Parallel parking can be a challenge thanks to the long wheelbase, but in general handling is good. Rough road surfaces don’t get into the cabin. For example, we have a road we travel often that has been grooved for repaving for at least a year. That section felt like a normal road.

          Entry is relatively easy. There’s an assist handle on the A Pillar for the front passenger, while the driver has to make do with grabbing the wheel. One problem I had was that the wheel seemed to be positioned low and couldn’t be raised any higher. I had to squeeze under it every time I entered. 

          While the transmission is automatic, the shifter has a nice feel.This is good for when you decide to use the sequential manual shift. 

          At the base of the center stack is array of optional switches and outlets - Blind Spot Monitor, ECT power, Park Assist, USB, 12-volt. 

          Rear legroom is cozy. On my wife’s side, where she likes her seat positioned further back, it’s almost non-existent. For rear entry, there are assist handles mounted over the rear semi-doors. The rear seat backs fold to make it possible to use the rear as an added cargo area. Folding the seats reveals a “secret” storage area behind the seats. 

          As I said earlier, the cargo bed is a good size, but then I don’t use a truck for work. The bed extender helps for longer loads, and it’s easy to remove and re-install. The tailgate lowers and raises easily. The bed has inserts to place 2x4 planks with a 4x8 sheet of plywood over them to create a double cargo space. The cargo bed has numerous tie-downs, and there’s a light that goes on when you unlock the doors, handy at night. In addition, there are 12-volt DC and 110-volt AC outlets in the cargo bed.

          While the Toyota Tacoma TRD Pro is designed for hard-core off-road enthusiasts, it also serves well as a standard mid-size pickup truck with a bit of styling panache.

(c) 2017 The Auto Page

2018 Honda Odyssey, it's come a long way!!!

Can a mini van be high tech, fun to drive and functional? Honda thinks the 2018 Odyssey does that and more. Bumper2Bumpertv has a first look at the latest generation of the "soccer mom mobile."

A sneak preview of the the 2018 and beyond, Land Rover.

Land Rover, the brand known for its go anywhere capabilities will be venturing into new territory in the next two model years. Bumper2Bumpertv has a peek at what the future might hold.

Kia Optima Hybrid, keeps plugging away!!

The Optima Hybrid PHEV occupies a special segment in the auto world. Is it a gas electric vehicle? Is it a pure electric vehicle? Bumper2Bumpertv thinks it falls somewhere in the middle.

Ford F150 Raptor

John Heilig jaheilig@aol.comHide
To	bgordon bgordon@theautochannel.com, griotsouth griotsouth@cs.com, pcalcado pcalcado@eventsolutions.net
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THE AUTO PAGE

By John Heilig

• MODEL:  2017 Ford F-150 Raptor 4X4 Super Cab
• ENGINE: 3.5-liter V6
• TRANSMISSION: 10-speed automatic
• HORSEPOWER/TORQUE: 450 hp @ 5,100 rpm/510 lb.-ft. @ 3,500 rpm
• WHEELBASE: 134.2 in.
• LENGTH X WIDTH X HEIGHT: 220.0 x 86.3 x 75.8 in.
• TIRES: P315/70R17
• CARGO CAPACITY: Bed - 52.8 cu. ft.; Max payload 3,720 lbs.
• ECONOMY: 15 mpg city/18 mpg highway/11.7 mpg test
• FUEL TANK: 26.0 gal.
• CURB WEIGHT: 5,525 lbs. #/HP: 12.3
• TOWING CAPACITY: 13,200 lbs.
• COMPETITIVE CLASS: Chevrolet Silverado, Dodge Ram, Toyota Tundra
• STICKER: $61,685 (includes $1,195 delivery, $12,165 options)
• BOTTOM LINE: The Ford F-150 Raptor is the truck side of Ford’s Performance Group. As such, it offers power and handling enhancements over the base F-150, with few of the disadvantages of souped up other vehicles.
• 

          The vehicles coming out of Ford Performance have dual personalities. Yes, they are performance cars and perform well on the race track and off-road. In the case of the Mustang GT350, on-road performance is shadowed by the car’s impressive on-track performance. In the case of the Ford F-150 Raptor, the truck performs just as well as a “normal” truck as it does in the SCORE Baja 100 and Best in the Desert races.

          Raptor equipment is a $9,345 option package that includes a bunch of nice features that you would probably want in any truck. Additional optional equipment ($2,820) includes much more important features, like cast aluminum 17-inch wheels. the 3.5-liter EcoBoost V6, LT315/70R17 tires, the 6,600-lb. GVWR package, tailgate step and a spray-in bedliner.

          The engine is at the heart of the Raptor. The 3.5-liter Eco Boost V6 is rated at a healthy 450 horsepower and 510 lb.-ft. of torque. Hooked to a segment-first 10-speed automatic transmission, the Raptor delivers 12.3 pounds per horsepower. And yet it can be docile.

          The same week we drove the Raptor we had another performance car in the driveway that was loud and raucous, and really had no civilized manners. The Raptor, on the other had manners, and the neighbors didn’t complain about the noise.

          Raptor isn’t all about the engine, just as the Mustang GT350 isn’t all about its engine. Underneath the average height of the Raptor increased two inches, primarily due to custom-engineered Fox shocks that are upsized to three inches in diameter. Meeting the road are LT315/70R17 tires that help smooth out the bumps. 

          Ride quality is actually very good in the Raptor. Even though this is essentially the same street legal truck that completed the Baja 1000, you could use it around town with no problems.

          Front seats are deep bolstered and even though they say “Raptor” on the embroidery instead of “Recaro,” they offer similar great support. The rear seats are entered via a pseudo door that cannot be opened without the front door being opened. Rear legroom is compromised somewhat. Between the front seats is a huge console/arm rest that seems big enough to hold a small child (not really). There are assist handles on the A pillars for the front passengers, but the rear passengers get no assist in entering or exiting. 

          Behind the cabin is a 5.5-foot box (in SuperCab configuration) with a spray-on bedliner that not only protects the bed, it keeps objects from sliding around. The same spray-on material is on the running boards and the rear bumper that includes a tailgate step. Raptor’s shorter overall length (than the bigger F-150s) makes handling (especially backing up) better. The tailgate lowers automatically, but you have to lift it up. 

          Styling reveals the Raptor’s true identity. The truck wears a hood scoop, exhaust pipes that looks as if they can hide a smart car, and the engine boosts. However, the performance doesn’t quite live up to the image. Acceleration is very good, but not neck-snapping. Handling is very good omg tight roads. 

          The driver faces a clear instrument panel as well as a clear infotainment screen. The Raptor contains a full compliment of gauges. The infotainment screen has a white background that seems to make it clearer. And, as with the GT350, there’s a centering stripe on the wheel to let you know when you’re headed in the right direction.

          Overall, the Raptor is well-equipped with lots of power.

(c) 2017 The Auto Page Syndicate