2018 Toyota Tundra

Most 2018 Tundras, the volume SR5 included, were sold with the 5.7L 3UR-FE V8 at 381 hp; the 4.6L V8 makes 310 hp. Output carries over unchanged through the second generation (2007–2021).

401 lb-ft was competitive with the 5.3L/5.0L V8s of 2018 rivals, though below Ford's 3.5L EcoBoost and the diesel options in the segment.

Instrumented tests of the 5.7L cluster between 6.5 and 6.8 seconds — quick for a full-size gas truck of its era.

The naturally aspirated 5.7L V8 is smooth, strong and vocal in a satisfying way, with linear throttle response and no turbo lag; it is old-school rather than sophisticated, and it is thirsty at all speeds.

The 6-speed automatic shifts smoothly and decisively and pairs well with the V8's torque, but with two to four fewer ratios than 2018 rivals' 8- and 10-speeds it leaves the engine spinning higher at cruise.

Respectable 10,200-lb maximum with the 5.7L, but behind the 12,000–13,000-lb ratings of the 2018 F-150, Silverado and Ram.

A 1,730-lb maximum payload trails every domestic full-size rival of 2018, several of which exceed 2,000 lbs.

The 5.7L tow package brings Tow/Haul mode, an integrated trailer brake controller, a hitch receiver and a backup camera with Trailer Sway Control, but there is no trailer backup assist, trailer camera system or onboard scale.

Part-time 4WD with a two-speed transfer case and low range is available on every grade, with Auto LSD; it lacks an automatic 4WD mode or terrain-select system.

The TRD Pro adds Fox shocks, a front skid plate and a TRD Off-Road package on SR5 and up adds Bilsteins and skid plates — real capability, but with no locking differential and a large body.

Only two gas V8s (one also offered in an E85 flex-fuel version), each paired with the same 6-speed; there is no V6, turbo, diesel or hybrid, while rivals offered four or more engines.

The volume 5.7L 4x4 is EPA-rated 14 MPG combined, the bottom of the gas full-size truck class and below every 2018 domestic rival.

13 MPG city is near the floor of the truck band.

17 MPG highway for the volume configuration; the 6-speed and big V8 make highway cruising thirsty.

Derived from the standard 26.4-gallon tank and the 14 MPG combined rating; EPA publishes no range for gas vehicles. The 38-gallon tank available on some configurations extends that considerably.

EPA's current annual fuel cost estimate for the volume 5.7L 4x4 is beyond the top of the truck band.

Both V8s run on regular unleaded, and flex-fuel 5.7L versions can also use E85.

NHTSA rated the 2018 Tundra CrewMax 4WD four stars overall, held back by a 4-star frontal and 4-star rollover result.

The aging 2007-era XK50 structure did poorly in the small overlap tests: Marginal driver-side and Poor passenger-side, with roof strength only Acceptable. It won no IIHS award.

For 2018, TSS-P became standard on every grade: pre-collision with pedestrian detection, lane departure alert, auto high beams and dynamic radar cruise. Blind-spot monitoring and rear cross-traffic alert were still optional on the volume SR5 and Limited grades.

The standard TSS-P pre-collision system earned IIHS's top vehicle-to-vehicle rating. Pedestrian detection is fitted, but there was no IIHS pedestrian or nighttime evaluation for this generation.

BSM with RCTA is alert-only and is optional on the volume SR5 and Limited, standard only on Platinum and 1794. It has no trailer-aware coverage, rear cross-traffic braking or safe-exit alert.

TSS-P on the Tundra provides only Lane Departure Alert with Sway Warning. There is no steering-assist lane keeping and no lane centering.

Dynamic Radar Cruise Control is standard but on this truck works only at highway speed, with no stop-and-go. There is no combined highway-assist function.

No hands-free driving system was offered on any 2018 Tundra.

Both the halogen and LED headlight variants rated only Marginal, though auto high beams were standard through TSS-P.

The tall seating position and upright glass give a commanding forward view, but the long hood and bed create large blind zones. Only a backup camera (standard) compensates; no 360° camera was offered.

The CrewMax rear seat is very roomy, with wide doors that make car-seat installation easy. IIHS still rated the LATCH hardware only Acceptable for ease of use.

The volume SR5 CrewMax seats six with the front 40/20/40 bench; bucket-seat grades seat five.

Adequate but not class-leading front headroom for a full-size pickup.

Front legroom is mid-pack for the full-size class.

CrewMax rear headroom is fine for adults but not exceptional.

The CrewMax's 'limo-like' rear legroom is among the best of any pickup of its era.

The CrewMax is only offered with the short 5.5-ft bed, trading bed length for cabin space.

The 22.2-in-deep bed is notably deep, partly offsetting the short floor length; Toyota did not publish a volume figure that was retrieved this run.

Large center console, fold-up CrewMax rear seats with a flat area, and the power vertical-sliding rear window are useful, but there is no in-bed storage or high-output onboard power.

Roomy, supportive enough front seats and a spacious CrewMax rear bench, but SR5 seats are flat with limited adjustment versus newer rivals.

Leaf-sprung rear end is jittery and busy when unladen, trailing the coil-sprung Ram 1500 and newer F-150 on broken pavement.

Wind and road noise are well-suppressed at cruise, though the V8 is audible under load.

Dual-zone climate and heated seats arrive at Limited; ventilated seats only on Platinum/1794, and no heated steering wheel or remote preconditioning is offered.

For 2018 the regular cab was dropped, so the Tundra range opens at the SR Double Cab — about $1,000 more than 2017, but still a four-door truck at the entry price.

Most Tundras sold as SR5 CrewMax 4x4 trucks with the 5.7L. The SR5 4x4 CrewMax with the 4.6L listed at $39,595, so the 5.7L plus common packages put a typically equipped truck in the low $40,000s.

The proven 5.7L V8 and 6-speed have a long, low-trouble record, and Toyota service pricing keeps running costs below those of the domestic half-tons. Large tires, brakes and fluid volumes still put it well above a midsize truck.

Resale value is the 2018 Tundra's strongest ownership argument. KBB ranked it second among all 2018 models for resale, behind only the Tacoma, and it holds value clearly better than the Ram 1500 and Silverado.

This is the industry floor and matches Ford, GM, Ram and Nissan, so it neither helps nor hurts the Tundra against its rivals.

Standard 5-year powertrain coverage, which trails the 5 yr / 100,000 mi Nissan Titan warranty.

ToyotaCare includes 2 years / 25,000 miles of no-cost scheduled maintenance plus 2 years of unlimited-mileage roadside assistance. The domestic rivals included little or no scheduled maintenance in 2018, but the term is shorter than 3-year plans elsewhere.

$42,500 volume-trim price minus its estimated resale value after 5 years (65% retained, or about $27,625) leaves about $14,875 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,875 in total.

The 2018 Tundra is a late-cycle carry-over of the second-generation (XK50, 2007–2021) truck, and its track record is the strongest among full-size pickups: Consumer Reports singles it out as the most reliable full-size truck, well above the domestic rivals, and J.D. Power's quality & reliability rating is strong. Scattered owner complaints (seal oil seepage, infotainment glitches) keep it just short of the very top of the band.

Toyota was a top-tier brand in Consumer Reports' reliability rankings and in the upper group of J.D. Power's Vehicle Dependability Study throughout the period this truck was built and has been in service, alongside Lexus. This is the strongest brand-level input available in the full-size truck segment.

Recall count is typical-to-busy for a full-size truck: nine NHTSA campaigns, including the industry-wide Denso low-pressure fuel pump recall (stall risk) and a halogen-headlight overheating/fire-risk campaign covering 2018–2021 trucks, plus power-steering leak and lighting items. None reflects a design flaw in the core engine or transmission, but the fuel-pump stall and fire-risk campaigns are safety-relevant, so this sits mid-band.

The volume powertrain is the 5.7L 3UR-FE i-Force V8 with the Aisin 6-speed automatic, a combination in production since 2007 and widely known for 250,000-plus-mile service lives in fleet and private use. The one recurring weak point is the secondary air-injection pump, an emissions component rather than a mechanical failure, which keeps this marginally off the ceiling.

By 2018 the Tundra's cabin was more than a decade old in design and reviewers consistently criticized its hard plastics, dated dashboard and small Entune screen relative to the Ram 1500 and F-150 at similar prices; the Platinum and 1794 trims add leather and wood but the volume SR5 is plain.

Built at Toyota Motor Manufacturing Texas in San Antonio on a mature, long-running platform, the 2018 truck is solidly assembled with few build-quality complaints; the main demerits are interior rattles and electronics glitches noted by some owners rather than panel or trim misalignment.

Toyota's roughly 1,200-store US dealer network is among the densest of any brand, giving Tundra owners service access nearly everywhere, including rural truck markets; service satisfaction generally rates at or above industry average.

A 15-model-year production run of the same platform and V8 means parts are abundant, inexpensive and well stocked by both Toyota and the aftermarket, and maintenance costs are low for the segment; the aftermarket is still smaller than the F-150's or Silverado's given lower Tundra volumes.

A 7-inch screen on the volume SR5 was small for a full-size truck even in 2018.

Entune is simple and keeps glove-friendly physical knobs, but graphics are dated, the screen small and response sluggish versus Uconnect and SYNC 3.

Neither Apple CarPlay nor Android Auto (wired or wireless) was offered on the 2018 Tundra; Toyota added them for 2020.

Built-in navigation and basic voice commands only on Limited and above; the volume SR5 has no native nav and no phone projection to fill the gap.

A 12-speaker JBL system is available on the top grades; the six-speaker base audio is ordinary.

Analog gauges with a small monochrome/TFT multi-information display on all grades; no configurable digital cluster.

No over-the-air software update capability on the 2018 Tundra.

The Entune App Suite streams apps through a phone but there is no remote start, lock or locate app for the 2018 Tundra.

USB 2.0 and 12V outlets only; no USB-C, no wireless charging, and few ports for rear passengers.

Conventional key with remote keyless entry fob; no proximity entry or push-button start on the XK50 generation, and no phone-as-key.

Backup camera standard and parking sonar on upper grades, but no surround-view camera was offered.

No head-up display offered on any 2018 Tundra grade.

The CrewMax's huge rear seat and big doors make car seats easy to fit, but the tall step-in and only Acceptable LATCH ease of use add daily friction.

TSS-P with pedestrian-detecting AEB is standard on every grade, but the 4-star NHTSA overall, a Poor IIHS passenger small-overlap result and blind-spot monitoring restricted to upper grades hold it back.

Limo-like rear legroom and a quiet cabin suit long trips, but rear amenities are thin and there is no phone projection or rear entertainment; the open bed needs a cover for luggage.

Smooth V8 and light controls, but the bouncy unladen ride, size and lack of stop-and-go cruise make daily traffic tiring.

With only V8 engines and a six-speed automatic, the Tundra is among the thirstiest full-size pickups of its year.

A 44-ft turning circle is reasonable for the class, but the footprint is large and only a backup camera (no 360 view) helps in tight lots.

The 5.7L V8 tows up to 10,200 lbs with a standard hitch and trailer-brake controller, but payload (1,730 lbs max) and towing trail the F-150 and Silverado's best figures.

The long-running XK50 chassis and 5.7L V8 have a strong reputation for longevity and high-mileage durability.

Deep bed, tie-downs, available deck-rail system and a big aftermarket, but no high-output onboard power or bed-access step features.

Quiet highway cruising and roomy seats, and the available 38-gallon tank extends range, but thirst and a basic ADAS suite limit it as a mile-eater.

Part-time 4WD with low range on all grades, a TRD Off-Road package and the Fox-shocked TRD Pro make it a credible trail and camping vehicle.

An open bed and folding rear seats handle bulky gear, but the CrewMax's short 5.5-ft bed limits long items without the tailgate down.

Secure but heavy and roll-prone in corners, with the rear axle hopping over mid-corner bumps; trails the Ram and F-150 for composure.

Hydraulic steering is light and slow with little on-center precision, typical of the older truck.

Large four-wheel discs give adequate stopping and a reasonably firm pedal, though stopping distances are unremarkable for a 5,600-lb truck.

The 381-hp 5.7L V8 is smooth and responsive and the six-speed automatic shifts cleanly, though it has fewer ratios than rivals' 8- and 10-speeds.

The V8 has a pleasant, muscular note under load and is quiet at cruise; little vibration reaches the controls.

The CrewMax's turning diameter is tight for a full-size pickup.

Commanding view and big glove-friendly controls, but some controls are a long reach across the wide dash and there is no telescoping wheel adjustment range of note.

The V8's character and the TRD Pro's off-road chops add appeal, but on pavement it feels old and truck-like.

For 2018 Toyota Safety Sense P (pre-collision with pedestrian detection, lane departure alert, auto high beams, radar cruise) became standard on every Tundra, which was rare among full-size pickups that year. The base truck is also a four-door Double Cab with a V8. Infotainment and interior content are dated against the newer domestic trucks.

The standard V8, standard active safety and strong resale make the sticker fair. The dated 6-speed, poor fuel economy, modest payload and lower tow ratings mean a domestic rival bought at its typical discount often delivers more capability per dollar.

There are five grades (SR, SR5, Limited, Platinum, 1794), Double Cab and CrewMax bodies, three bed lengths, two V8s and 4x2/4x4, plus TRD Off-Road and TRD Sport packages. The regular cab and TRD Pro were both gone for 2018, and there was no V6, diesel or heavy-duty variant.

The Tundra sold steadily at roughly 115–120k units in 2018, but that was a small fraction of the F-150, Silverado and Ram 1500, each of which sold over 500k. Its market share was flat-to-declining late in the generation.

Toyota's reputation for durability gives the Tundra a loyal following and top-tier resale. In the full-size truck segment, though, brand loyalty runs strongly toward Ford, Chevy and Ram, which caps its pull.

Toyota regularly ran Tundra cash-back and low-APR offers in 2018 as the aging truck competed with redesigned rivals. Those deals were smaller than the very large discounts common on the domestic half-tons.

2018 was the 12th model year of a generation launched for 2007, with its last major refresh for 2014. The F-150 (2015), Ram 1500 (2019) and Silverado (2019) had all been redesigned, and the Tundra's 6-speed and cabin tech were well behind them. The generation ran until the 2022 redesign.

Reviewers praised its V8 and durability, and it won repeated resale-value awards. In comparison tests it usually finished behind the domestic trucks over its fuel economy, ride, payload and dated interior, and it won no major segment award for 2018.