Pros & Cons
- Lexus-like ride quality mastery.
- Resale values defy segment.
- San Antonio build quality.
- Technology feels generation behind.
- Fuel economy punishes wallets.
- Sales momentum trails badly.
2014 Toyota Tundra CrewMax Limited Review with Vyocar
Overview
Toyota’s second generation Tundra got a model redesign in 2014, though calling it a fascia-and-interior reskinning is more honest than saying they started fresh. This 4×4 CrewMax Limited is swimming in a segment packed with sales heavy hitters like the Ford F-Series, Chevy Silverado, and GMC 1500, trucks that sell about 10,000 units weekly while Toyota struggles to keep pace. Built on the same corporate platform as the Sequoia Platinum, this new beast dwarfs my Tacoma TRD Off-Road with dimensions up across the board, and while it lacks the solid-axle-equipped toughness purists want, the vault-like cabin and Mustang GT levels of alacrity (for a truck, anyway) show Toyota remembers its core competencies. Does it rewrite the rulebook? No, but it hauls your stuff without apology.
What's New for 2014
Toyota finally addressed the tumbling materials issue that plagued earlier Tundras, swapping out those cheap higher grade plastics that actually feel like they belong in a truck starting at $40,000 instead of your uncle’s 1998 beater. The noticeable improvement hits you the moment you slide into the cabin, though let’s be real, catching up to where Ford and Chevy were three years ago isn’t exactly trophy-worthy. The exterior gets a straight-line reduction approach with cleaner body lines and a less busy grille, which I appreciate because the previous front end looked like it was trying too hard at a robot costume contest. Is it enough to make F-150 buyers switch teams? Probably not, but at least I’m not embarrassed to park it at the hardware store anymore.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
The 5.7-liter V8 matched with a 6-speed automatic pumps out 381 hp and 401 lb-ft torque using double overhead cam DOHC architecture and variable valve timing, plus it’s flex fuel FFV capable if you care about corn-based patriotism. This powertrain moves truck with genuinely strong acceleration considering we’re hauling three tons mass of steel and leather, and the transmission delivers good feel with none of that hunting nonsense that makes you want to throw the gearbox into a lake. Does it sip fuel like a Prius? Absolutely not, but at least it goes fast while emptying your wallet.
The steering provides real handling confidence that matches the Ram 1500 thanks to smart steering-system enhancements Toyota cribbed from their car division, making everything feel surprisingly direct for something wearing a Peterbilt imposing grille. Those steering-system enhancements handle road variations and imperfections with improved straight line tracking that causes less fatigue during marathon drives, and 3.7 turns lock-to-lock means you’ve got lots negotiable room in tight spots even if you’re sweating about that low-hanging garage structure. Honestly, it doesn’t big feel as massive as the measurements suggest, which is either great engineering or black magic.
The ride refined to where you’re basically sitting on a working man’s Camry with an attitude problem, complete with that sedan demeanor and carlike composure that leaves potholes damped so smoothly it borders on Lexus-like territory. This Land Cruiser manner of absorbing bumps means wheel impacts far away from your spine stay there, keeping things quiet and solid at highway speeds comfort where noises muted to luxury levels. Sure, it’s blocky and won’t crawl rocks like a TRD Off-Road, but when the ride feels this good, who’s complaining?
2014 Toyota Tundra CrewMax Limited Fuel Economy Test
The EPA rates this beast at city 13 mpg, hwy 17 mpg, and combined 15 mpg, which sounds thirstier than a frat house on spring break, and my tested consumption proved even worse at 12.1 average around town and 15.8 rural on back roads. Running empty without a tow trailer or payload, the Tundra is slightly heavier and less efficient than key domestic competitors like the Ford and Chevy, which stings when you’re watching the fuel gauge drop faster than your motivation on Monday mornings. I put this truck through various jobs challenge scenarios and a longer distance efficiency run to see if performance would justify the fuel bill, and honestly, if you’re buying a full-size V8 truck expecting Prius numbers, I’ve got a bridge in Brooklyn to sell you.
Interior, Comfort and Space
The dashboard layout revised for 2014 gets easily navigated with everything readily to hand, though the same stalks switchgear carryovers from older Lexuses feel a bit dated when Ford is playing with fancy touch screens. The power-adjustable leather seats offer 10-way adjustment up front and four-way in back, and I adjusted 6’4″ guys into the bottom cushions without anyone complaining about legroom, which is basically a miracle. That oversize console shifter dominates the center like a monument to mechanical simplicity, surrounded by cup holders and open cubbies you’ll find across lineup variations, plus a large mostly-flat bottom storage area that works like a filing cabinet where you can see file folder tabs without digging like an archaeologist.
The commodious well-built cabin delivers a downright limo-like experience in back where the bench tumbles forward for carrying stuff when you’re not hauling humans, and honestly it’s perfectly close to matching the F-150 for rear seat comfort. The gauge cluster reworked keeps a traditional arrangement with speedo tach flanking a 3.5-inch color information display that shows coolant temperature, oil volt, and other nerdy stats I actually care about. Toyota stack moved 2.5 inches toward easier reach so you’re not stretching over like you’re driving one of those pre-power-window cars your grandpa loved, and the climate simple effective controls use a centrally mounted fan-speed button that works without requiring a PhD in touchscreen interfaces.
Look, the heaters blast hot enough to melt Antarctic ice, and everything feels built to survive a nuclear winter instead of falling apart after three years like some trucks I could name. Is it fancy? Not really, but when you can fit a full Home Depot run in back and your passengers aren’t complaining, that’s what I call winning.
Cargo Space & Family Practicality
The CrewMax four-door pickup configuration means wide doors for easy ingress that lets passengers and their attendant paraphernalia like laundry, computer bags, and groceries pile in without the tetris game you’d play in a regular cab. The rear-seat legroom is honestly limousine-like with 42.3 inches, enough that my 6’2″ buddy could sit in back and cross legs like he’s ordering champagne on a private jet. The bench folds flat for storage when you need a covered area that runs nearly floor to ceiling, separated by a handy divider that keeps your IRS audit documentation from mixing with muddy boots, and yes, this rivals the Grand Highlander Hybrid for sheer cabin volume.
Out back, the 5.5 ft bed includes a built-in bed step, mini tie down cleats, an exterior net, deck rail system, and a spray-in bedliner as standard, with a payload capacity 1,440 lbs and towing 9,600-9,800 pounds depending on configuration. The bed length 66.7 inches means you can haul plywood flat if you drop the tailgate, and with seating five six across two rows, four comfortable adults fit easily while the true practicality shines when you realize this thing swallows a week’s worth of family chaos without breaking a sweat.
Infotainment, Connectivity & Tech
The Entune Premium system centers around a seven-inch touch screen that handles Bluetooth, USB, and aux-jack connectivity without making you want to throw your phone out the window, plus you get a backup camera standard across the board and front rear parking sensors in the Limited package. The navigation is well-thought-out and easily-navigated compared to the somewhat fumbling Sierra unit GMC was peddling that year, and Toyota offers a mouse-like controller alternative borrowed from Lexus mirrors that top trumps most competitors for actual usability instead of looking cool in commercials. The power windows work like, well, windows, and everything responds quickly enough that you won’t age waiting for commands to register.
Throw in climate-controlled seats that toast or cool your backside depending on the season and a moonroof that actually opens wide enough to matter, and you’ve got tech that feels legitimately useful rather than gimmicky. Is it as flashy as what Ford offers? No, but it also doesn’t freeze up mid-drive or require a software update every Tuesday, which in 2014 truck land counts as a legitimate win.
Safety Features & Driver Assistance
Toyota loads the CrewMax Limited with dual side-mounted airbags, head airbags across both rows, and occupant sensing deactivation for the passenger seat, plus the usual suspects like stability control, traction control, 4-wheel ABS, and ventilated disc brakes that actually stop this three-ton monster. You get emergency braking assist, electronic brakeforce distribution, and tire pressure monitoring as standard, along with daytime running lights and fog lights so other drivers can see you coming. The child anchors and locks are easy to find and actually work without requiring a YouTube tutorial, while seatbelts across all positions keep everyone strapped in like they’re on a roller coaster.
The remote anti-theft alarm and engine immobilizer mean your truck won’t vanish from the Home Depot parking lot, and Toyota’s smart stop technology cuts engine power if you mash both pedals like a confused mall driver. Blind-spot monitoring offered as an option would’ve been nice as standard equipment considering how massive this truck’s blind spots are, but hey, at least they acknowledge the problem exists. Is it as tech-heavy as newer trucks? No, but everything here works reliably without glitching out, which in 2014 counts as a legit safety feature.
Warranty and Ownership Costs
Toyota offers basic coverage for 36 months or 36,000 miles, whichever comes first, while the powertrain warranty stretches to 60 months and 60,000 miles covering your transmission, transaxle, and both front-wheel-drive and rear-wheel drive components (though this truck is obviously rear-drive unless you spring for 4×4). The rust-through protection includes unlimited corrosion coverage against perforation of the sheet metal, which matters when you’re hauling salt-covered lumber in February, plus emissions and accessories get their own 12-month Toyota 12-month coverage regardless of mileage. You get roadside assistance for 2 years and free maintenance up to 25,000 miles, which basically covers two oil changes before Toyota waves goodbye and tells you to start paying like an adult.
If you’re eyeing a Certified Used Vehicle, the Gold certification level adds a 7-year, 100,000-mile comprehensive coverage from the original sale date, while the Silver certification level gives you a 12,000-mile bump in protection with 24-hour help if things go sideways. Toyota’s website includes a loan calculator to figure out your monthly payments, though watching that fuel gauge drop might hurt your wallet more than the actual truck note. Is it the cheapest truck to own? Not even close, but at least you won’t be stranded on the highway wondering if your engine is covered.
Final Verdict: Should You Buy the 2014 Toyota Tundra CrewMax Limited?
Look, buyers shop trucks based purely spec sheets and get disappointed when they overlook what the Tundra actually delivers, because this thing has some unexpected undercuts its rivals way ahead in comfy effortless daily driving even if you’re dismissing it on basis of fuel economy alone. Before you get facts twisted, the Ram deserves more credit for interior quality and the GM did push harder on tech, but this Toyota represents a still capable workhorse that starts $42,990 and remains lease worthy if you value reliability over flash. Is it a shakeup in the segment? No, it’s lagging behind Ford in sales and features, but my recommendation stands firm: the exhaust note sounds good, the ride quality overall achieved something comparable or better than most competitors, and not shakeup the market doesn’t mean it’s not worth your money. Does it win every comparison test? Not even close, but when you need a truck that won’t leave you stranded and drives like a luxury sedan with commitment issues, this Tundra delivers.
| SPEC | DETAIL |
|---|---|
| Engine | 5.7-liter naturally aspirated V8 (DOHC, Dual VVT-i) |
| Drivetrain | Rear-wheel drive (RWD) • Optional part-time 4WD |
| Power / Torque | 381 hp @ 5,600 rpm / 401 lb-ft @ 3,600 rpm |
| 0–60 mph | ~6.3–6.6 seconds (automatic) |
| Quarter Mile | ~14.7–15.0 sec @ ~94 mph |
| Top Speed | ~110 mph (electronically limited) |
| EPA Fuel Economy | 13 city / 17 highway / 15 combined (RWD & 4WD similar) |
| Real-World MPG | ~12–16 mpg combined (mixed driving) |
| Fuel Tank | 38.0 gallons |
| Transmission | 6-speed automatic (sequential shift mode) |
| Suspension | Double wishbone front • Leaf-spring solid rear axle |
| Brakes | 4-wheel ventilated disc with ABS, EBD, brake assist |
| Wheels / Tires | 20-inch alloy wheels • All-season tires |
| Curb Weight | ~5,600–5,800 lbs (CrewMax, depending on drivetrain) |
| Body Style | Full-size pickup • CrewMax (4-door) |
| Platform | Toyota Tundra / Sequoia shared body-on-frame platform |
| Bed Length | 5.5 ft (66.7 inches) |
| Payload Capacity | ~1,440 lbs |
| Towing Capacity | ~9,600–9,800 lbs (configuration dependent) |
| Seating | 5 passengers (very spacious rear seating) |
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