2019 Toyota Tundra

The volume SR5 CrewMax uses the 5.7L V8 at 381 hp; 2019 is the final year of the optional 4.6L V8. Strong for its era but well below today's segment top end.

Naturally aspirated V8 torque peaks high in the rev range (3,600 rpm), trailing turbo and diesel rivals.

Instrumented tests of the 5.7L CrewMax land between 6.3 and 7.1 seconds depending on trim and weight; 6.7 s is representative of the volume SR5 4x4.

The 5.7L V8 is smooth, sonorous and strong once revving, but low-rpm response lags turbocharged rivals and it is thirsty; an old but proven powertrain.

The 6-speed automatic shifts smoothly and has TOW/HAUL logic, but with only six ratios it is outclassed by the 8- and 10-speed units in rivals and can hold gears or kick down abruptly.

Respectable maximum for 2019 but behind the 12,000–13,000-lb ratings of Ford, Ram and GM.

Payload is low for a full-size half-ton; rivals reach 2,000–3,000+ lbs.

Standard tow package on the 5.7L brings an integrated trailer brake controller, TOW/HAUL mode, transmission cooler and 4/7-pin hitch, plus a backup camera, but there is no trailer backup assist, trailer camera views or hitch scales.

4x4 available on every trim via the 4WDemand part-time system with low range and Auto LSD, but there is no full-time/auto 4WD mode or selectable terrain modes.

The TRD Pro adds Fox 2.5-in piggyback-reservoir shocks, front skid plate and 10.6 in clearance, and TRD Off-Road packages are available, but there are no locking differentials or crawl control.

Only two gasoline V8s (4.6L and 5.7L, the latter E85-capable), one transmission; no V6, turbo, diesel or hybrid option in 2019.

The volume 5.7L 4x4 rates 15 MPG combined, at the very bottom of the full-size pickup class.

13 MPG city is among the lowest of any half-ton pickup.

17 MPG highway sits at the floor of the truck band.

The SR5 volume trim has the 26.4-gal tank standard (38-gal optional, standard on Limited and up), giving 396 miles at 15 MPG.

At 15 MPG combined the EPA annual cost lands above the truck band ceiling.

Both V8s run on 87-octane regular, and the 5.7L 4x4 FFV can also use E85 for flexibility.

The 2019 Tundra (CrewMax) earned a 4-star NHTSA overall rating. The 3-star rollover score is typical of a tall full-size pickup.

This aging XK50 structure did poorly on the newer IIHS small-overlap tests: Marginal driver-side, Poor passenger-side, and Acceptable roof strength. No TSP award. It trails the F-150 and Ram of the same period.

TSS-P is standard on every grade: AEB with pedestrian detection, lane departure alert, radar cruise, and auto high beams. Blind-spot monitoring and rear cross-traffic alert are optional on the volume SR5 and standard only on the luxury grades. There is no lane-keeping steering.

Standard vehicle-to-vehicle AEB earned Superior from IIHS. No IIHS pedestrian or nighttime result is on record for this generation, and the TSS-P camera/radar system is first-generation tech.

BSM and RCTA are alert-only. They are standard on Limited and above, optional on SR5, and missing on SR. There is no trailer-aware coverage and no rear cross-traffic braking.

TSS-P on the Tundra provides Lane Departure Alert (a warning only) with no steering assist and no lane centering on any trim.

Dynamic Radar Cruise Control is standard, but on this generation it is a high-speed-only system without full-speed-range stop-and-go and without any combined highway assist.

No hands-free or lane-centering highway system was offered on the 2019 Tundra.

IIHS rated both available headlight systems Marginal: the halogen reflectors on SR/SR5 and the LED reflectors on upper trims. Auto high beams are standard but don't rescue the rating.

A tall cab and big mirrors give a commanding forward view, but the high hood creates a large front blind zone. Only a backup camera is offered, with no 360-degree view and no front camera to compensate.

The CrewMax rear seat is very roomy with wide-opening doors, which makes car seats easy to fit. IIHS rated LATCH ease of use Acceptable rather than Good.

The volume SR5 CrewMax comes standard with a fabric 40/20/40 split front bench for six-passenger seating; bucket-seat trims (Limited and up, SR5 Upgrade Package) seat five.

Adequate front headroom, but below the 40–41+ in of the redesigned 2019 Ram 1500 and Silverado.

Front legroom is mid-pack for a full-size pickup.

Rear headroom is fine for adults but toward the low end of the truck band.

The CrewMax's rear seat is genuinely limo-like, with sliding and reclining rear seats and legroom close to the class leaders.

The volume CrewMax is offered only with the short 5.5-ft bed; the 6.5-ft and 8.1-ft beds are Double Cab-only.

A deep 22.2-in bed gives the short box mid-pack volume; consistent with the 66.7 x 66.4 x 22.2 in published dimensions less wheel wells.

The CrewMax's power vertical-sliding rear window and big center console (bucket-seat trims) are useful, but there is no in-bed storage, no onboard AC power and no under-seat bins in CrewMax; storage is competitive rather than clever.

Front seats are supportive and the CrewMax rear bench slides and reclines, but the SR5's fabric bench has only 4-way adjustment and no lumbar; reviewers find the seats comfortable but basic below Limited.

Leaf-sprung rear and an old chassis give a stiff, bouncy unladen ride that trails the coil-sprung Ram 1500 and updated F-150/Silverado.

The V8 is hushed at cruise, but noticeable wind and road noise reaches the cabin; no acoustic glass or active noise cancellation.

Heated seats only from the Limited up and ventilated seats only on Platinum/1794; no heated steering wheel, heated rear seats or factory remote start on any trim, and the volume SR5 has single-zone manual climate.

The 2019 entry Tundra is an SR Double Cab with a V8 rather than a regular cab, so its opening price sits a little above the cheapest F-150 XL Regular Cab but buys a bigger truck.

Most Tundra sales are the SR5 CrewMax 4x4. With the 5.7L, destination and the usual SR5 Upgrade or TRD packages, a typical truck comes to the mid-$40,000s. That is mid-pack for a 2019 half-ton.

The 5.7L i-FORCE V8 and 6-speed automatic are mature and very durable, which keeps unscheduled repairs rare. Full-size consumables and the thirsty V8 put routine costs above smaller trucks but below the domestic half-ton average.

Resale is the Tundra's strongest ownership argument. It held value better than the Ram 1500 and Silverado over five years, and on the used market the second-generation 5.7L truck still has a strong reputation for durability.

This is the industry-floor basic warranty, the same as Ford, GM and Ram in 2019.

Powertrain coverage is at the bottom of the band, level with the Ford and GM half-tons. Ram also offered 5 yr / 60,000 mi in 2019.

ToyotaCare includes 2 years / 25,000 miles of no-cost scheduled maintenance plus 2 years of unlimited-mileage roadside assistance. The 2019 Ford, GM and Ram half-tons offered roadside assistance only and no free maintenance. Safety Connect was a trial at the time, so connected-service perks were thinner than they are on later Toyotas.

$45,000 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $28,350) leaves about $16,650 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,650 in total.

The 2019 Tundra is the thirteenth model year of the second-generation (XK50) truck, which entered production in 2006 for MY2007. It is a carry-over year with the 2014 refresh body and the long-proven 5.7L V8, so most of its faults had already been engineered out. It was the most dependable large light-duty pickup in J.D. Power's 2019 VDS, and J.D. Power rates the 2019–2020 trucks around 84/100 for quality and reliability. That puts it in the top band and well clear of the domestic full-size trucks it competes with.

Toyota was among the top few brands in Consumer Reports' brand reliability rankings and J.D. Power's VDS during this period, with Lexus alongside it. This is the strongest brand-level standing of any full-size truck maker.

There are ten NHTSA campaigns on file for the 2019 model year, which is typical activity for a mature full-size truck. Three are about labels, and one covers only service parts. The substantive ones are the Denso low-pressure fuel pump campaign, which can cause a stall and affected millions of vehicles across Toyota's lineup, an airbag-control software fix, and two LED headlight/turn-signal wiring campaigns. The fuel pump recall is a real safety defect but it was supplier-wide rather than Tundra-specific, and there is no engine or transmission campaign. That keeps this mid-band.

The volume powertrain is the 5.7L 3UR-FE i-FORCE V8 with the Aisin 6-speed automatic. This pairing was in production since 2007 and has one of the best high-mileage records of any US truck engine, with 250k–300k-mile examples common. The 4.6L 1UR-FE V8, offered on lower trims through 2019, comes from the same durable UR family. Known weak points are minor: secondary air-injection pump failures, which are expensive but don't stop the truck, and occasional cam-tower oil seepage.

The 2014-refresh cabin was dated by 2019. On the volume SR5 it is dominated by hard, durable plastics, has a small 6.1-inch Entune screen and has dated switchgear. Reviewers consistently put it behind the 2019 Ram 1500 and the F-150 for perceived quality at the price. The 1794 and Platinum trims improve it, but they aren't the volume truck.

Thirteen years of production at Toyota Motor Manufacturing Texas in San Antonio produced consistent, solid assembly with few rattle or panel-gap complaints. The design is old, and the cabin's hard trim feels robust rather than refined, so this stops short of the top band.

Toyota has one of the densest US dealer networks, at roughly 1,200 franchised stores, so service is within reach almost everywhere, including rural truck country. Service satisfaction is at or above the industry average.

This generation ran for 15 model years, and the naturally aspirated V8 drivetrain is simple, so parts are abundant and cheap and independent shops know the truck well. The aftermarket, including TRD and lift and armor suppliers, is large though smaller than the F-150's or Silverado's. Repair costs run below the full-size truck average.

The volume SR5 uses a 7-in Entune Audio Plus screen, the largest offered on any 2019 Tundra and well below the 8–12 in screens of rivals.

The aging Entune 2.0 system has simple physical knobs but a small, dim screen, slow responses and a dated menu structure that reviewers criticized against Ram's Uconnect and Ford's SYNC 3.

Neither Apple CarPlay nor Android Auto was offered in any form on the 2019 Tundra; they arrived with the 2020 model's 8-in Entune 3.0 system.

The SR5 has command-based voice recognition and only Scout GPS Link phone-app navigation; integrated navigation with HD Traffic is limited to Limited and above, and graphics are dated.

Six speakers on the volume SR5 is basic; a 12-speaker JBL system is available but only standard on the Platinum and 1794 Edition.

Analog gauges on every trim with a small 4.2-in TFT multi-information display between them.

No over-the-air software updates; navigation map updates require dealer or USB.

The 2019 Tundra lacks Toyota's Remote Connect (remote start, lock, locate); phone integration is limited to the Entune App Suite on navigation trims.

One USB media port plus three 12V outlets; no USB-C, no wireless phone charging and no 120V household outlet.

Every 2019 Tundra uses a traditional key with a remote keyless-entry fob; no proximity entry, push-button start or remote start.

A backup camera is standard, but front/rear parking sonar is a package option on the SR5 (standard only on Platinum/1794) and there is no surround-view camera.

No head-up display offered on any 2019 Tundra trim.

The CrewMax's 42.3-in rear legroom makes rear-facing seats easy, but the tall step-in height and LATCH anchors only on the outboard rear seats complicate daily kid logistics, and the open bed is no substitute for enclosed cargo.

TSS-P (AEB with pedestrian detection, lane departure alert, adaptive cruise) is standard on every grade, but crash results are weak: 4-star NHTSA overall and Marginal/Poor IIHS small-overlap ratings; blind-spot monitoring is optional on the SR5.

Huge rear seat and second-row vents (with console) help, but the stiff ride, road noise, no rear USB or rear-seat heating, and an open bed for luggage limit long family trips.

Strong V8 makes merging easy and adaptive cruise is standard, but the jittery ride, slow steering and sheer bulk make it tiring in daily traffic.

At about 14 mpg combined on the 5.7L 4x4, the Tundra was the thirstiest half-ton of 2019 and expensive to commute in.

A 229-in long, 80-in wide truck with only a backup camera standard; the 44-ft turning circle is decent for the class but parking sonar is optional and there is no surround camera.

Up to 10,200 lbs towing with a standard tow package on the 5.7L is solid, but payload tops out at 1,730 lbs and the CrewMax only gets a 5.5-ft bed.

The 5.7L i-Force V8 and 6-speed are a proven, long-lived combination; the second-generation Tundra has an outstanding high-mileage reputation.

Bed tie-downs, a standard hitch and integrated trailer brake controller are useful, but there is no onboard AC power, no bed step or multi-function tailgate, and the aftermarket is smaller than for Ford/GM.

Adaptive cruise is standard and the optional 38-gal tank stretches range, but poor fuel economy, a stiff ride and road noise make it a mediocre long-haul companion.

Part-time 4x4 with low range and auto LSD, ~10 in of clearance, a TRD Off-Road package on the SR5, and the TRD Pro with Fox shocks make it a capable trail truck, though no lockers or crawl control.

Open 5.5-ft bed swallows bulky gear and the rear seats fold up for in-cab storage, but the short CrewMax bed limits long items without a tailgate extender.

Body roll and bounding over larger bumps make the Tundra feel ponderous next to the newer 2019 Ram and Silverado.

Hydraulic steering is slow (3.71 turns lock-to-lock) and light with little on-center precision.

Large 13.9-in front rotors with four-piston calipers stop the truck in an average distance, but the numb pedal undermines confidence.

The 5.7L V8 is smooth and strong once revving, with no stop/start to intrude, but low-rpm response and the six-speed's gearing lag modern rivals.

Quiet at cruise and a pleasing V8 rumble under full throttle.

The 145.7-in wheelbase CrewMax turns tighter than many crew-cab rivals.

Commanding view and big, glove-friendly knobs, but the SR5 bench has only tilt (no telescoping) wheel and 4-way seat, and some controls are a long reach across the wide dash.

The V8 sound and shove give it character, but the dated chassis and ride make it more brute than enjoyable outside the TRD Pro off-road.

Every 2019 Tundra came with a V8, the Toyota Safety Sense P suite (pre-collision with pedestrian detection, lane departure alert and automatic high beams) and a backup camera. That active-safety content was rare on base domestic half-tons in 2019. Against it, the Entune 3.0 infotainment had no Apple CarPlay or Android Auto, and the SR is sparse inside.

A standard V8 and top-tier resale give fair value. But the truck charged near-domestic money for a 2007 platform with a 6-speed automatic, poor fuel economy and a lower payload than the newer F-150, Silverado and Ram. Capability per dollar trails the class leaders.

There were six trims (SR, SR5, Limited, Platinum, 1794 Edition and TRD Pro), plus Double Cab and CrewMax cabs, three bed lengths, two V8s and 4x2 or 4x4. The regular cab was dropped after 2017, there was no diesel and no V6, and the work-truck lineup was thin next to the F-150 and Silverado.

The Tundra sold steadily at around 110,000 units in 2019, but that is a fraction of F-Series, Silverado and Ram volume. It was the lowest-selling mainstream full-size pickup apart from the Nissan Titan, and its share was flat late in the generation.

Toyota's reputation for durability, and the 5.7L Tundra's reputation for lasting several hundred thousand miles, drive strong owner loyalty and resale. TRD Pro adds real off-road credibility. Some full-size truck buyers remain loyal to Detroit brands, which keeps this out of the very top of the band.

Late in its life, the second-generation Tundra carried more cash and APR support than most Toyotas. Even so, discounts trailed the aggressive Ram and GM programs on the outgoing 2019 Classic and Silverado trucks, so buyers got moderate incentives rather than deep ones.

MY2019 was the 13th year of a generation that launched for 2007, with the last major refresh for 2014. Ford, GM and Ram had all redesigned by 2019, and the all-new third-generation Tundra was expected (it arrived for 2022), so the platform was clearly aging.

Reviewers praised the V8's power, the durability and the TRD Pro, but criticized the fuel economy, ride, dated cabin and old infotainment. By 2019 the Tundra typically finished at or near the bottom of full-size comparison tests against the new Ram, Silverado and F-150, and it won no major awards.