2017 Toyota Tundra

The volume SR5 CrewMax 4x4 is overwhelmingly sold with the 5.7L i-Force V8; strong for a 2017 half-ton but well short of the segment's turbo/EV ceiling.

Naturally aspirated V8 torque peaks high in the rev range and trails turbo-V6 and diesel rivals of the era.

The 5.7L is quick for a heavy full-size pickup of this generation, typically low-6-second runs in instrumented tests.

The 5.7L V8 is smooth, linear and sounds good with no turbo lag, but is thirsty and needs revs for its peak torque.

The 6-speed automatic shifts smoothly and is durable, but has fewer ratios than the 8- and 10-speed units rivals adopted by 2017, with wider gaps and less refinement at cruise.

Competitive mid-pack half-ton rating for 2017, below F-150 and Silverado maximums.

Peak payload is modest for a full-size half-ton, and volume CrewMax 4x4 configurations sit well below it.

Standard hitch receiver plus tow package with integrated brake controller, Tow/Haul mode, trailer sway control and backup camera covers the core, but there is no trailer backup assist, trailer camera or scale tech.

Part-time 4WDemand with a low-range transfer case is available across every trim and cab, with A-TRAC traction control, but there is no full-time/auto 4WD mode or locking rear differential.

The TRD Pro is a genuine dedicated off-road trim with Bilstein remote-reservoir shocks, front lift and skid plate, and a TRD Off-Road package exists below it, though it lacks a locker or the Raptor's extreme hardware.

Two gas V8s (4.6L and 5.7L, the latter with a flex-fuel option) and one transmission; no V6, turbo, diesel or electrified option in 2017.

Among the thirstiest half-tons of its year; the volume 5.7L 4WD rates just 15 MPG combined.

13 MPG city sits at the very bottom of the gas full-size truck band.

17 MPG highway is at the floor of the band; the old 6-speed and naturally aspirated V8 hurt cruising efficiency.

The volume SR5's 26.4-gallon tank gives modest range at 15 MPG; upper trims' 38-gallon tank extends it substantially.

At current fuel prices the 5.7L Tundra's EPA annual fuel cost exceeds the top of the truck band.

Both V8s run on regular unleaded, and the 5.7L is available as a flex-fuel vehicle that can also burn E85.

NHTSA rated the 2017 Tundra CrewMax 4 stars overall, held back by 4-star frontal and a 3-star rollover result on 4x2 configurations.

No IIHS award; the aging XK50 platform scored Marginal on driver-side and Poor on passenger-side small overlap, and only Acceptable on roof strength, though moderate overlap, side and head restraints were Good.

The 2017 SR5 volume trim had only a backup camera and stability/trailer-sway control; AEB, lane departure, and adaptive cruise were not offered on any trim until Toyota Safety Sense-P arrived for 2018.

No automatic emergency braking was available on the 2017 Tundra at any trim.

Blind-spot monitor with rear cross-traffic alert was alert-only and confined to upper trims (Limited/Platinum/1794); the volume SR5 went without it.

No lane departure warning or lane keeping was offered on the 2017 Tundra; Lane Departure Alert arrived with TSS-P for 2018.

Only conventional cruise control was available; Dynamic Radar Cruise Control did not appear until the 2018 model year.

No hands-free or even assisted steering system of any kind was offered.

IIHS rated every 2017 Tundra headlight variant Poor, with inadequate illumination on the right side and in curves, and no automatic high beams.

Tall seating and big side mirrors give a commanding forward view, but the high hood and long bed create blind zones; a backup camera is standard but no surround-view camera or parking sensors on the volume trim.

IIHS rated LATCH Acceptable, with two full LATCH positions plus a tether-only center seat; the CrewMax's very roomy rear bench and large doors make fitting seats easy.

The volume SR5 CrewMax carries a 40/20/40 split front bench, giving six seats; bucket-seat upper trims seat five.

Generous in absolute terms but mid-pack against full-size crew-cab rivals.

Adequate front legroom, a little short of the F-150 and Ram.

Second-row headroom is comfortable for adults and in the lower-middle of the truck band.

The CrewMax's limousine-like rear seat, which also slides and reclines, is the cabin's standout dimension.

The volume CrewMax is offered only with the short 5.5-ft bed, unlike rivals' crew cabs that offer a 6.5-ft option.

A deep but short bed yields mid-band volume; Toyota does not publish a cubic-foot figure.

The SR5's 40/20/40 bench folds into a console, and the CrewMax adds a power-sliding rear window and flip-up rear seats with a flat-ish floor, but there is no in-bed storage, onboard AC power or under-seat lockbox like rivals offered.

Front seats are broad and supportive on long drives and the CrewMax rear bench reclines, though SR5 cloth seats are flat and only the driver gets power adjustment on upper trims.

The leaf-sprung rear end is jittery and bouncy when unladen and trails the coil-sprung Ram 1500 and more refined F-150 of the time.

Wind and road noise are reasonably subdued after the 2014 refresh, but the 5.7L V8's noise under throttle is ever-present and it is louder than the best rivals at highway speed.

Heated and ventilated front seats exist only on the Platinum and 1794 Edition; the volume SR5 has no heated seats or heated wheel, and there was no remote start from the factory.

The 2017 Tundra opened at just over $31,000 delivered for an SR Double Cab with the 4.6L V8, slightly above the domestic half-tons' regular-cab V6 entry points but with a V8 and extended cab standard.

Tundra volume concentrates on the SR5 CrewMax 4x4, usually ordered with the 5.7L V8 and an Upgrade or TRD Off-Road package, landing in the low $40,000s delivered — competitive with a comparably equipped F-150 XLT SuperCrew 4x4.

The proven 5.7L i-FORCE V8 and six-speed automatic are among the least troublesome powertrains in the class, and Toyota's service costs run well under the domestic half-ton average; full-size consumables still keep it above compact trucks.

Resale is one of the second-generation Tundra's strongest ownership arguments — it out-retains the Ram 1500 and Titan and runs with or ahead of the F-150 and Silverado; the pandemic-era used-truck spike pushed actual 5-year values even higher than projected.

Industry-floor basic coverage, matching Ford, GM and Ram; the Nissan Titan's 5 yr / 100,000 mi bumper-to-bumper warranty beat it in 2017.

Powertrain coverage at the bottom of the band, equal to Ford and GM's 5 yr / 60,000 mi and Ram's 5 yr / 60,000 mi of the era.

ToyotaCare gives two years of no-cost factory-scheduled maintenance plus 24-hour roadside assistance — a real included-service program that the domestic half-tons (roadside only) did not match in 2017, though shorter than 3-year plans elsewhere.

$42,500 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $25,500) leaves about $17,000 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,000 in total.

The 2017 Tundra is a late-cycle second-generation (XK50, 2014 refresh) truck with a mature drivetrain, and both major sources rate it well: J.D. Power gives it a 'Great' quality and reliability score and the 2017 model year won the J.D. Power dependability award in its class at three years old. Consumer Reports and U.S. News place its predicted reliability above average.

In the 2017 time frame Toyota was a perennial top-three brand in Consumer Reports' automaker reliability rankings and in the upper tier of J.D. Power's Vehicle Dependability Study, alongside its own Lexus division.

Six NHTSA recalls is ordinary-to-busy for a full-size truck, but they are narrow manufacturing defects (a rear split-bench leg bracket not torqued, a power-steering gear that can leak) rather than systemic powertrain or fire campaigns. The generation's best-known service issue on the 5.7L — secondary air-injection pump/valve failures — is a costly but non-safety TSB/warranty-extension pattern.

The volume powertrain is the naturally aspirated 5.7L 3UR-FE i-Force V8 with the Aisin 6-speed automatic, in production since 2007 and one of the most proven high-mileage truck drivetrains in the segment (a 2007 Tundra famously passed one million miles on its original engine and transmission). The air-injection pump issue is an emissions-component nuisance rather than an engine-durability fault.

By 2017 the Tundra cabin was a decade-old design with a 2014 refresh: sturdy, chunky switchgear but wide expanses of hard plastic and a small infotainment screen on volume SR5 trucks. Reviewers consistently placed it behind the Ram 1500 and F-150 on material quality, with only the 1794 and Platinum trims feeling upscale.

Built at Toyota Motor Manufacturing Texas on a mature, late-cycle line, the 2017 Tundra shows consistent assembly and low problem counts in owner surveys; the scattered complaints are about wind noise and a stiff, rattly-on-washboards ride rather than misaligned panels.

Toyota's roughly 1,200-store US dealer network is among the densest in the industry, reaching rural truck markets, with service satisfaction at or above average.

A long-running generation (2007–2021) with a shared 5.7L V8 means abundant OEM and aftermarket parts, a deep lift/off-road aftermarket and low routine maintenance cost. The aftermarket is still thinner than the F-150's or Silverado's, and air-injection pump replacements are expensive out of warranty.

The SR5's 7-inch screen was small even for 2017 and sits below the floor of the truck band.

Entune keeps sensible physical knobs and big climate controls, but the small screen, dated graphics and slow app-based navigation drew consistent criticism.

Neither Apple CarPlay nor Android Auto was offered in any form; Toyota added CarPlay/Android Auto to the Tundra only for 2020.

The SR5 relies on the Entune app suite (Scout GPS via phone) for navigation; embedded nav and basic command voice recognition arrive on upper trims.

The base six-speaker system is adequate, and a 12-speaker JBL system is available on Platinum/1794, a modest upgrade.

Analog gauges with a small monochrome/colour multi-information display on every trim; no digital cluster offered.

No over-the-air software updates; map and system updates required a dealer or USB.

The Entune app provides streaming and search through the head unit only; there was no remote lock/start or vehicle-locate app function.

A single USB-A media port plus 12V outlets cover the basics; no USB-C, no wireless charging on the volume trim, and only upper trims add a 120V/400W outlet.

The SR5 uses a traditional turn key with remote keyless entry; there was no factory push-button start or remote start for the volume trim.

A backup camera is standard on all trims, but front/rear parking sonar is limited to upper trims and no surround-view camera was offered.

No head-up display offered on any 2017 Tundra.

The CrewMax's huge rear seat and big doors make car seats easy to fit, but the tall step-in, Acceptable IIHS LATCH rating and open bed for strollers are compromises.

A 4-star NHTSA overall rating, Poor/Marginal IIHS small-overlap results and no AEB, lane departure or adaptive cruise on any trim leave large safety gaps.

Rear-seat space is outstanding, but the volume SR5 lacks rear vents beyond basics, heated seats and covered luggage space, and the 26.4-gal tank limits range at 15 MPG.

The V8 is smooth and responsive in traffic, but the jittery unladen ride, heavy size and touchy throttle tip-in make it tiring as a daily commuter.

At 13 MPG city and 15 combined, it was among the thirstiest half-tons of its year, making commuting expensive.

A 44-ft turning circle is decent for a crew cab, but the ~228-inch length, tall hood and lack of sensors or surround cameras on the SR5 make tight parking a chore.

A strong V8, standard hitch and tow package with brake controller give solid towing (~9,000–10,000 lbs CrewMax), but payload is modest and the CrewMax's 5.5-ft bed limits hauling.

The 5.7L i-Force V8 and 6-speed automatic are famously long-lived, and this generation has a well-earned high-mileage reputation.

Deck-rail tie-down system, available bedliner and a robust aftermarket help, but there is no onboard generator, tailgate step, or in-bed storage, and the fleet/upfit ecosystem is far thinner than Detroit rivals'.

Roomy cabin and relaxed V8 cruising help, but ~396-mile range on the SR5 tank, a busy ride and no adaptive cruise or lane assistance limit it as a mile-eater.

Part-time 4WD with low range, an available TRD Off-Road package and the TRD Pro with Bilstein shocks make it a capable trail and camping rig.

An open bed and standard hitch swallow bulky gear, and the rear seats flip up for interior storage, though the short 5.5-ft bed and unsecured bed cargo are limitations.

Secure but heavy-feeling, with noticeable body roll and a busy rear axle over bumps; it trails the F-150 and Ram for composure.

Hydraulic steering is light and slow with a vague on-center feel, typical of the era but numb.

Large four-wheel discs stop competitively for a half-ton, though the pedal is soft and stops are long in absolute terms.

The 5.7L V8 is smooth and strong with no stop/start or turbo lag, and the 6-speed shifts cleanly, though throttle tip-in is touchy and gearing is wide.

A classic V8 burble that most owners enjoy, but it is always audible and drones under load.

Relatively tight for a full-size crew cab thanks to the short-bed CrewMax wheelbase.

Commanding high seating with big, glove-friendly knobs, but some controls (radio on SR5, 4WD dial) are a long reach and the wheel tilts only, no telescope on lower trims.

The burly V8 and its sound give it character, but numb steering and a bouncy ride keep it short of enjoyable.

Every 2017 Tundra came with a V8, backup camera, Bluetooth, eight airbags including front knee airbags, and (new for 2017) a standard tow hitch receiver; but active safety tech and modern infotainment were absent while rivals were adding them as options.

Pricing was competitive and the standard V8 plus strong resale offset a thinner feature list, but lower payload, poor fuel economy (15 mpg combined) and no V6/diesel or turbo option made it fair value rather than a bargain against the F-150 and Ram.

Six grades (SR, SR5, Limited, Platinum, 1794 Edition, TRD Pro), three cabs (Regular, Double, CrewMax), multiple bed lengths, two V8s and 2WD/4WD give a wide spread, though narrower than the domestic Big Three's engine and work-trim choices.

A steady but distant fourth in full-size pickups — roughly an eighth of F-Series volume and well behind Silverado and Ram, with flat sales late in the generation.

Toyota's reputation for durability and resale gives the Tundra a loyal following, though in the full-size truck segment brand loyalty runs strongest to Ford, Chevy and Ram.

As an aging truck in a heavily incentivized segment, the Tundra commonly carried cash-back and low-APR offers, though Toyota's discounts were typically smaller than the domestic brands' truck-month deals.

The 2017 is the eleventh model year of a generation launched for 2007, with its last major refresh in 2014; powertrains dated to 2010 or earlier and the six-speed automatic trailed rivals' 8- and 10-speeds.

Reviewers praised its V8 power, reliability and resale but consistently ranked it behind the F-150, Ram 1500 and Silverado on ride, fuel economy, interior and tech; no major comparison-test wins for 2017.