Kicking It (Slightly) Old-School: 2019 Toyota Tundra Platinum Towing Test

"Jake Thiewes" (outmotorsports) 05/24/2019 at 08:24 • Filed to: Toyota, Tundra, Toyota Tundra, Hyperfest, VIR, racing, NASA, Truck Yeah, truck

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Go to any amateur track or race weekend and you’ll notice a sea of trucks, SUVs and trailers littered throughout the paddock. Racers, time trialers, and even some HPDE students want the support of a quality tow vehicle. While nearly any midsize-or-larger SUV or truck can tow an open trailer, the aerodynamics and generally higher curb weight of an enclosed trailer puts a bigger strain on the tow vehicle.

So, when Toyota offered up a 2019 Tundra as support for !!!error: Indecipherable SUB-paragraph formatting!!! , the biggest East Coast !!!error: Indecipherable SUB-paragraph formatting!!! weekend of the year, how well it could pull my enclosed trailer was at the top of everyone’s mind.

Toyota wanted me to drive this 2019 Tundra Platinum CrewMax (that’s a mouthful) so badly that they let me have one when I asked nicely. It was mine for seven days and provided to me freshly-detailed with a full tank of gas.

What Is It?

This is a 2019 Toyota Tundra Platinum CrewMax, which has four full-sized doors and a 5.5 bed. The Platinum trim level is the nicest way you can equip a new Tundra, unless you want the 1794 Edition that makes you feel like a Real Live Farmer, akin to Ford’s King Ranch or Ram’s Longhorn.

To get this out of the way… this is not A New Truck. Toyota first introduced this generation of Tundra !!!error: Indecipherable SUB-paragraph formatting!!! , and gave it a bit of a refresh for 2014. The basic “bones” of the 2019 Tundra are still that of the 2007 Tundra, and you can tell in some regards.

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Although Toyota offers a few drivetrain options, all Platinum-trim Tundras come with the 5.7L “iForce” V8, which makes a naturally-aspirated 381 horsepower and 401 lb-ft of torque. My Tundra had electronically-controlled four-wheel-drive, and all Tundras have a standard six-speed automatic transmission. This drivetrain has not changed since 2007, although it remains competent.

The biggest update made in 2014 was to the interior. This 2019 Platinum trim has swaths of unique, quilted leather on the seats, doors and dashboard, on top of a decent feature set. Heated and ventilated seats are standard, as is Toyota’s Entune infotainment on a 6.2 screen, pushing sound through a “premium” JBL audio system. Buyers get LED headlights and foglights, and headlights can be adjusted to compensate for payload or tongue weight. A sunroof is optional, even on the Platinum, and is not panoramic in size. Inexplicably, if you want the “sunroof and running boards” package, you can only get your Tundra Platinum with black paint. Ditch the running boards, and the full color palate is available.

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All CrewMax Tundras also have a Toyota exclusive – the roll-down rear window. Similar to the 4Runner, the entire back cab glass motors down into the cab wall at the touch of a button. Toyota holds the patent, and they’re not sharing. Smaller cabs offer a sliding rear window instead.

All Tundras come standard with !!!error: Indecipherable SUB-paragraph formatting!!! , which is what Toyota calls their driver assistance suite. On Tundra, it includes pre-collision assistance with automatic emergency braking, lane departure alert, automatic high beams, and adaptive cruise control.

Let’s Talk Towing

My round-trip to Virginia International Raceway allowed for roughly 500 miles of towing evaluation with my CargoPro enclosed trailer hooked to the hitch. The trailer has a 20 box and 4 V-nose, coming in around 27 total length and 6,500 lbs loaded.

Hooking up was simple, although the smaller 6.2 screen and low-resolution backup camera made it slightly difficult to distinguish between the trailer tongue, the tow ball, and the gravel parking lot. There is no way to zoom in on the hitch as you get closer to the trailer.

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On the road with the trailer in tow, the 2019 Tundra was impressive. While the 5.7L V8 is no technological marvel by now, it makes competitive power and torque figures. Like any naturally-aspirated engine, it has to rev to make its best figures, so be ready for 4,500 rpm up bigger hills. At higher RPM, the noise coming from the V8 is not unpleasant, but there is a good bit of it – the exhaust is a bit loud and sound insulation in the cab could be better.

Beyond simple power figures, general acceleration with the trailer attached was strong. The gearing, between the six-speed automatic and standard 4:30:1 axle ratios, makes it fairly snappy off the line and allows easy passing as needed.

Toyota includes an integrated trailer brake controller, which was quick to configure and worked smoothly once in motion. Braking, in general, was solid with no fade on longer hills. Unlike competitors, the transmission does not downshift on its own to assist with slowing the vehicle as brakes are applied.

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Several friends had either owned or test-driven Tundras prior to the 2014 refresh, and everyone complained about the suspension. It allegedly rode too harshly unloaded and sagged too much with tongue weight applied. Toyota re-tuned the suspension for 2014, and I had no complaints about this 2019 Tundra. Sag was minimal, and easily eliminated with my weight distributing hitch. The truck had very good body control over bumps, and never got wallowy, as can happen when the truck and trailer hit bumps at different times.

Is This Old-School Truck Worth New-Truck Money?

The value proposition of a brand-new, fully-loaded 2019 Tundra Platinum is where I have the most difficulty. Although the truck is, frankly, an excellent towing companion, there is plenty that makes the truck feel a bit old-school.

No matter what trim, all Tundra buyers get a regular key that you must insert and twist to start the truck (oh, the horror). There are no “smart” door handles that sense your hand and unlock, you must use the buttons on the key for that. The Entune system has a small screen and no support for Apple CarPlay or Android Auto. Thankfully, both quibbles will be resolved for the 2020 model year.

The JBL sound system is considered “premium,” but it is by far the worst part of the 2019 Tundra. While general clarity is excellent, the entire sound stage is set within the dashboard, as if the rear speakers have no purpose. JBL includes a subwoofer, somewhere, but it doesn’t do much as all low-end comes from the front doors. Overall volume is incredibly low, regardless of source, and I kept it near maximum volume just to get to “slightly above average” listening level. There will be no windows-down jamming in a stock Tundra.

Perhaps the JBL qualms don’t bother some. After all, the amplifier !!!error: Indecipherable SUB-paragraph formatting!!! easily enough. Where the 2019 Tundra still shows its age is in the lack of other technology and “premium” features compared to the competition. There is just one camera, pointed rearward – no front or 360° views available. Toyota actively discourages the use of any Toyota Safety Sense features while towing, where the competition has updated theirs to work with trailers. Lane departure alert just beeps at you, and cannot keep you in your lane. There are no power running boards, no panoramic sunroof, no rear heated or cooled seats. The tailgate must be locked with that simple key. There is no clever bed lighting or helpful steps.

My CrewMax in Platinum guise came with a MSRP of roughly $52,500. At that price point, I find it hard to swallow given what else is available, new, for that kind of money. However, stepping down to the Limited trim still provides the key bits of Platinum’s content, with nearly $10,000 less outlay required.

The 2019 Toyota Tundra is not a bad truck. To the contrary, it’s pretty good and does hit the basics – it’s just a bit of an old truck. And for many buyers, looking at reliability and very solid basics as their priority, those “old bones” remain a compelling selling point.

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See more at !!!error: Indecipherable SUB-paragraph formatting!!! , a site created to not only share the pursuits of LGBT motorsports competitors, but to encourage others to get behind the wheel and participate as their full selves.

MM54 > Jake Thiewes 05/24/2019 at 08:47

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I like that it isn’t stupidly tall, almost looks like you could use the (very tiny...) bed with relative comfort, since the bed floor isn’t a mile off the ground like a lot of other ‘big’ trucks. Around here I usually see Tundras with whatever option gives them giant tires and a lift, so the relatively-low one pictured is a breath of fresh air (probably through the power rear window, which is one of my favorite things on my 4Runner ).

Now conjure up a single cab with a 6' bed and I’d be getting interested ;)

nermal > Jake Thiewes 05/24/2019 at 09:07

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I honestly don’t see many of these at the track - Most people I see with bigger enclosed trailers or toy haulers have diesels. They pull the bigger trailers a bazillion times better, especially up & down hills. P lus you can fuel up at truck stops and it’s a lot easier.

The Tundras are expensive to run when you consider total overall costs, due to the extremely poor fuel economy. This is offset by not falling apart after 3 yrs like an FCA product, but still. 

functionoverfashion > Jake Thiewes 05/24/2019 at 09:16

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Good write up, and it’s nice to see a trailer properly hooked up and level. Maybe that’s the norm with those who are towing race / track cars, but on any given day if I see 10 trailers being towed, I’d say 1 looks like it’s done correctly. 

The Ghost of Oppo > nermal 05/24/2019 at 09:26

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This is offset by not falling apart after 3 yrs like an FCA product

Nothing quite brings joy to my cold heart than seeing the hatred in the eyes of a Dodge/Ram owner as I refer to their vehicle as a Fiat.  

marshknute > Jake Thiewes 05/24/2019 at 10:02

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We’re also a Toyota family. Currently have an 09’ Sequoia Limited , 10’ Tundra SR5 , and 14’ ES300h. My dad has been making noises about upgrading the Tundra, especially since he learned about the 38 gallon extended range fuel tank (never mind he he doesn’t even have a trailer to tow the track car but whatever).

I think he should hold out a few more years for the next-gen Tundra, assuming Toyota ever gets off their ass and stops resting on their laurels.

It’s getting pretty difficult to ignore the far superior/newer  American offerings. Toyota r eliability can only hold our interest for so long (well, 10 years apparently).

ITA97, now with more Jag @ opposite-lock.com > nermal 05/24/2019 at 10:09

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This. For an open trailer, a 1/2 ton truck or truck based SUV is the right answer by time you factor in all the additional weight on the rear end via all the sets of tires, fuel jugs, spares, pit set up, tool boxes, the easy up, food and luggage for a couple of days and all the other stuff for a weekend of racing. If you’re going enclosed, a 3/4 ton diesel, or better, is the way to go. This is even more so towing out west, at elevation, over mountain ranges, in the wind, while it is 100+ degrees outside and going 80+mph .

Over the years I came to view a weight distributing hitch as the tell-tale sign that you really need bigger truck.

Jake Thiewes > ITA97, now with more Jag @ opposite-lock.com 05/24/2019 at 10:50

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Towing at 80+ mph isn’t really a great idea no matter where you’re doing it. My enclosed (20' box, 27' overall) is about as big as I’d want with a half-ton. But, I tow it with my personal truck (2018 F-150) and it does fine. Modern half-tons are very capable, and a WDH just means you’re following manufacturer’s recommendations related to tongue weight, not that you’re overloading the vehicle.

Jake Thiewes > marshknute 05/24/2019 at 10:53

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I’ve heard that if he can wait til MY2021, he’ll be looking at a different truck.

marshknute > Jake Thiewes 05/24/2019 at 10:56

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MUSASHI66 > nermal 05/24/2019 at 11:14

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My dad was getting 17.4mpg average on his last tank. Not horrible for a 5.7V8 with 20” wheels and almost 400hp.

Are there other truck with similar specs with much better mileage? That legendary reliability though... that’s hard to beat. 

ITA97, now with more Jag @ opposite-lock.com > Jake Thiewes 05/24/2019 at 11:19

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Or, towing at 80mph+ just means you’re going the speed limit through West Texas and not getting run over by the tractor trailers (most of whom are also going 80+mph, unless they’re a governed fleet truck from one of the nationwide haulers like Warner). Agreed that I probably wouldn’t tow much more than a 20' enclosed with my 2017 F-150.  If I owned a enclosed trailer, I would’ve just bought a 3/4 diesel to go with it.

I’ve owned a lot of trucks over the years, and I came away with a dislike of WDH setups. My standard for towing the racecar is that the tow vehicle comfortably sets the cruise control 80+mph and holds that speed climbing all but the very steepest of mountain passes. That is to say they should climb, accelerate and brake towing nearly as well as they do unloaded, and they should have the stability such that speed is never an issue. None of the setups I’ve ever driven with a WDH did that.
 

The reality is that when you’re done on Sunday afternoon at the track, it is a usually a 400+mile tow home and you’ve still got to be at work early the next day. There’s no time or energy left to be a 65mph moving chicane going 10-15mph under the speed limit for the drive home. At the miata shop, even the 4-car, open 52 footer setup towed by an F-450 cruised fine at 80. In my hotshot days, even my former GMC 3500 dually would do 75-80 fairly comfortably up to about 14,000lbs behind it.

Jake Thiewes > ITA97, now with more Jag @ opposite-lock.com 05/24/2019 at 11:27

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Oh sure. I’ve done 80 with open and enclosed trailers (don’t tell VA state police plz). Seems the biggest concern is the crap tires that most people have on their trailers not being rated for such speed. If your setup is stable then party on.

I’ve seen people pull 28' encloseds with F-150s and (once) a Nissan Armada. Given how much squat they had going on, you could tell it wasn’t going to be a good time. My F-150 will pull my trailer very well and in VA, I keep max speed around 70.

I first tried pulling the enclosed in these photos with a 2010 full-size Range Rover. It did it, but the lack of wheelbase made it a terror if there was even a hint of wind.

ITA97, now with more Jag @ opposite-lock.com > Jake Thiewes 05/24/2019 at 12:47

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I bet. Wheelbase and track width matter a lot for stability.

I agree with your general take of the Tundra. When I was shopping for a new 1/2 ton truck a couple of years (that long, already?) ago, I didn’t even seriously consider the Tundra. It wasn’t because they’re bad, it was just that I couldn’t fathom spending 2017 new truck money for something comparable to the F-150 I bought new in 2005.  The allure of an aluminum body, active aero and twin turbochargers was far too much to resist.  I just never thought the first vehicle I’d own with those features would be a pickup truck.