While this is not the news that the owners of Tundras with frame rust were hoping for, Toyota seems to be moving in positive direction in regards to frame rust complaints on first-gen Tundras. Before, Toyota seemed to blame frame supplier Dana for this issue. Now, it seems that Toyota has determined Dana is not responsible for frame rust problems on the first-gen Tundra.

This is an interesting distinction that, when combined with other facts, could indicate Toyota will take action…but it’s still very early.

Tundra frame rust.

According to a story in the Automotive News, Toyota seems to believe that:

1. Frame supplier Dana is not the source of the rust problem.
2. NHTSA is likely to expand their investigation of Tundra frame rust to a full engineering analysis.

Much of this is based on statement by Toyota spokesman Brian Lyons, who is also the main point of contact at Toyota for the unintended acceleration issue.

Here are the statements made by Lyons to the Automotive News:

It is too early to speculate what we will do for Tundra…They’re [NHTSA] only looking at one specific portion of the frame — the cross member that supports the spare tire — not the entire frame. [Lyons confirmed that Dana built the Tundra frames but that no connection exists between the Tacoma and Tundra frame rust issues] The frames were built to a different design and at different plants…so this is not apples to apples. [Toyota does not blame Dana]. Ultimately, this is our vehicle and our responsibility.

There are two interesting notes here.

1. Note that Lyons says “what we will do” rather than “if we will do.” It’s a minor distinction to be sure, but hopefully it’s a positive indicator.
2. Combined with previous statements, it sounds as if Toyota has begun to determine the financial impact of a potential fix. Why else would they go out of their way to say that Dana is not responsible?

It could be that Lyons is simply trying to clear Dana’s name after Toyota made a couple of statements earlier in the year that all but said Dana was responsible. Here’s the first statement that indicated Dana was to blame, released nearly six months ago (see Toyota Indicates First-gen Tundra Frame Rust problem):

…using the information obtained from the Tacoma, we pro-actively investigate other vehicles of similar design and production elements. In doing so, our investigations have indicated that there are a small number of complaints for a similar condition on 2000 and 2001 Tundras.

This was Toyota’s very first statement on the frame rust issue, and it indicates Toyota knew they were going to have a problem because of Dana’s production mistakes on the Tacoma. This quote from a PickupTrucks.com article further supports this idea:

According to Lyons, 1995-2004 Tacoma pickups and 2000-01 Tundras shared the same frame supplier: Toledo, Ohio-based Dana Holding Corporation. In investigating the Tacoma’s rust complaints, Toyota discovered that Dana hadn’t properly prepped Tacoma frames to resist corrosion

Today, it seems clear that Toyota has made an about-face in regards to frame supplier Dana.

In addition, PickupTrucks.com reports today that

Toyota has been studying the [frame rust] issue for more than six months and has repurchased several Tundras from owners as part of its investigation process, though no formal repair program has been put in place

This information is supported by rumors of repairs and replacements found on popular Tundra forums (as well as reports that have been conveyed to us directly). It could very well be that these moves were for investigative purposes only, but our belief is that Toyota would not be buying back vehicles unless they were seriously contemplating a major fix. Here’s why:

1. Buying back vehicles is a good way to test the efficacy of warranty repairs as well as determining scrap value and potential liability.
2. Clearing Dana of financial responsibility might be corporate courtesy, but it could also be viewed as another indicator that Toyota is putting a price tag on a fix.
3. Toyota’s belief that NHTSA will expand their investigation is a sign that Toyota is not expecting this problem to go away on it’s own.

Let’s hope that these moves are indicators that Toyota is preparing to make a financial commitment to fix this problem.

Read user reviews of Tundra Accessories.

Toyota typically redesigns their vehicles on a 5 year cycle, meaning that the next generation Tundra is due out in just a couple of years. We’ve been told that a diesel Tundra isn’t on the to-do list anytime before 2012 (not until the truck market “recovers” – whatever that means), and that hybrid and HD Tundras still seem to be a few years off (think 2015).

Toyota should copy the Ram Box feature on the next-generation Tundra.

However, there are going to be some enhancements in the next-gen truck. We don’t know what all of those enhancements will be, but here are some suggestions for features and changes that Toyota should include in the next-gen Tundra (feel free to comment to add to the list).

1. Integrated trailer brake and “trailer sway control” systems. While this should be optional equipment (not every truck owner will appreciate these features), this is really a no-brainer. Integrating the trailer brake makes life that much easier when towing, and trailer sway control is a smart electronic feature that will manage braking if a sway situation starts to occur.

2. Redesign gauge layout. The current gauges are unreadable in some lighting situations, and awkward the rest of the time. Sometimes it’s OK to copy what everyone else is doing.

3. Flip-up rear seats. The current Tundra’s rear seats flip downward, which means you lose some usable space. Of course, the current Tundra’s rear seats also recline, so maybe it’s just not possible for them to flip up…but it would be nice.

4. Microsoft Sync. This is a simple and popular option that Toyota needs to make available on all future models.

5. A lifetime warranty against frame rust. In light of all the recent negative first-gen Tundra frame rust publicity, it would be a nice sales tool to overcome any concerns and demonstrate Toyota’s commitment.

6. Upgrade the rear suspension to fix the bed bounce problem once and for all. This is an issue that doesn’t come up a lot, but when it does come up, you know it. Toyota needs to do whatever it takes to make this a non-issue.

7. Improve fuel gauge accuracy. Sure it’s not the end of the world that the Tundra’s fuel gauge is 3-6 gallons off…but it sure is annoying on a $30-$45k vehicle. Fix it, would ya?

8. Integrate a cylinder de-activation system into the available engines. Cylinder de-activation seems like a relatively easy way to boost fuel economy…and considering Chevy managed to add it to their old-school 5.3, it should be easy enough for Toyota to pull it off in the high-tech 4.6 and 5.7.

9. Copy the Ram Box. Technically, one could argue that Nissan was the first to integrate storage into the quarter panels in a truck bed, but whatever. This is a cool feature that Toyota could easily (and inexpensively) offer.

10. Basic and inexpensive in-dash computing system. More and more consumers will expect to be able to use their computers wherever they are…even on the road. A cheap touch-screen laptop (with purpose-built software for the navigation and entertainment systems) should be easy enough to integrate into the dash. This could be sold as a “work” feature to the people who use their Tundras on job sites across the country, and anyone who has a mobile office might appreciate it as well. The typical consumer could also be sold the benefit of being able to check email, Facebook, Twitter, and the like from their vehicle without using the small screen on their web-enabled phone.

What do you think – what else should Toyota add or enhance on the next generation truck?

Read user reviews of Tundra Accessories.

Toyota’s decision to move Tacoma production to San Antonio is most likely good news for the future of the Tundra. Still, the case can be made that this move signals danger. Tundra sales are down and Toyota executives have been less than positive about the vehicle. Moving production of the Tacoma to Texas could be a sign that the Tundra is on the way out.

The case for dropping the Toyota Tundra

To be clear, we believe the Tundra is here to stay. Still, there are quite a few reasons for Toyota to walk away from the Tundra completely:

1. Fuel economy. The new truck fuel economy requirement of 30 mpg by 2016 is challenging (to say the least). If Toyota decided to stop making the Tundra, it will be much easier to meet these requirements.

2. Profits. When the 2nd-generation Tundra was conceived, Toyota hoped to sell 200k units per year. While Toyota narrowly missed that sales goal in 2007, 2008 and 2009 have been a different story. Sales are so low now that Toyota is likely losing money on every Tundra sold. Unless Toyota can restore Tundra sales, there’s not going to be a monetary reason to build them.

3. The investment in San Antonio is no longer tied to the Tundra. Toyota invested more than $1 billion dollars in San Antonio so they would have a place to build the 2nd generation Tundra. Up until recently, this investment represented the biggest reason to keep making Tundras – stop building the Tundra, and Toyota would have to throw away that investment. Now that the Tacoma is being built in San Antonio, this is less of a concern.

4. Environmentalist rage. To be blunt, the “greenies” hate the fact that Toyota builds one of the most fuel efficient vehicles (the Prius) as well as one of the least fuel efficient (the 5.7 Tundra). Of course, the reality here is that “efficiency” is subjective – Americans need trucks for work, and a lot of Americans need them for play too. “Greenies” don’t understand this reality…but that’s not really the point. If Toyota stopped building the Tundra, the green set would be happy.

5. Trucks will get smaller. If you add up new federal fuel economy regs, higher fuel prices, and an increased emphasis on low emissions, it’s entirely possible that pickup trucks will get smaller. If North Americans decide they can get by with smaller pickups (certainly a possibility), the Tundra will simply become obsolete.

While the case against the Tundra is strong, there’s quite a bit going for the Tundra too. Toyota quality is excellent, Tundra resale value is substantially better than all competitors, and Toyota has a huge base of customers to sell Tundras to. If Toyota can cut Tundra production costs, the truck will be a nice source of profit for years to come.

Hopefully, Toyota will take our advice and start offering diesel Tundras immediately – that’s the future of big trucks in North America.

Read user reviews of Tundra Accessories.

The Wall Street Journal and the Contra Costa Times are both reporting that NUMMI will close in March 2010, at which time Toyota will move production of the Corolla to Canada and the production of the Tacoma to San Antonio.

The Toyota Tacoma is moving to San Antonio

Our best to employees at NUMMI – this makes our earlier declaration that Toyota is closing NUMMI official.

So, now that Toyota has made the decision, what does this mean for the Tundra? Here’s the skinny:

1) Toyota is going to expand the San Antonio plant. As it sits, TMMTX can produce 150,000 vehicles per year. With sales down nearly 30% in 2009, Toyota is still going to produce nearly 80,000 Tundras. The remaining production – 70,000 units – isn’t nearly enough to replace the Tacoma production that’s lost with the closure of NUMMI (which built 101k Tacos last year). When the auto industry recovers and sales heat back up, San Antonio won’t be able to build enough trucks without some sort of expansion. We believe San Antonio will need to increase production by at least 100,000 units.

2) The backlash against Toyota over the closure of NUMMI will be somewhat muted. We still anticipate a ‘full-court press’ by the UAW over Toyota’s decision to close NUMMI, but keeping Tacoma production in the USA (rather than moving it to Canada or Mexico) helps overcome this issue.

3) The future of the Tundra is still cloudy. This move has two possible meanings for the Tundra:

• Possibility #1: With more investment in the San Antonio plant, it will be easier for Toyota to build low-volume Tundra variants like the diesel Tundra or HD Tundra. Additional investment also means that the Tundra’s production costs are effectively lower because they’re going to be split between two vehicles now.
• Possibility #2: Now that San Antonio isn’t completely dependent upon the success of the Tundra, it’s easier than ever for Toyota to completely walk away from the half-ton truck segment.

We’ll know the future of the Tundra when Toyota announces the size of their investment in San Antonio. If Toyota only adds 50,000 units of production, the Tundra will be in trouble. Officially, our guess is that Toyota isn’t ready to throw in the towel on half-tons any time soon…but a case can be made for doing so. Check back on Wednesday and we’ll show how it could make sense to stop making the Tundra.

Read user reviews of Tundra Accessories.

Two months ago we posted an article about Toyota’s plan to manage the inventory of the Tundra very closely. The theory is that Toyota wants dealers to have barely enough Tundras to get by.

Do Toyota dealers have enough Tundras?

The trouble with “barely enough” is that it means different things to different people. For some, finding out that their local Toyota dealer has just 5 Tundras is disappointing. They want to buy a specific Tundra, and they want to buy it now.

The good news: despite the risks, Toyota’s strategy seems to be working – JD Power says that the Tundra is hot right now – check it out. Here’s why:

Let’s start with a comment from an upset consumer that sums up the risks of Toyota’s barely enough trucks strategy:

“Jimmydean: I’ve been in the market for a Tundra for several weeks now. What I’ve encountered at numerous Toyota dealers is a range from almost cocky, to uninspired or frustrated sales people. Basically, there is no product to LOOK AT or TEST DRIVE and therefore my interest in the Tundra is diminishing…Off to the GMC, Ford and Dodge dealers I go…“

Jimmy’s comments aren’t unusual when dealers have low volumes of desirable vehicles. Still, this isn’t the only kind of reaction that consumers have. In fact, when dealers have a low supply, consumers often create a feeding frenzy.

First, here’s why lots of inventory is bad:

When a consumer walks into their local Ford, GM, or Chrysler dealership, the lots are full of trucks. Consumers are asked: What cab? What engine? What color? etc… the sale dawdles. When they have lots of options, consumers take their time. No urgency (as a result of large inventory) results in a very slow sales process.

Often times dealers and manufacturers have to jump-start sales by offering substantial discounts…which is bad because discounts erode value. Consumers inevitably wonder “Why would they (the auto manufacturer) need to give me $3000 to buy this truck?” Discounts reduce consumer confidence and erode resale value. Domestics, which have been offering HUGE truck discounts for years, have terrible resale values… Edmunds.com lists the F150 and the Ram as two of the 10 worst resale values in the truck market.

Here’s why the Tundra is getting hot again:

1. Fewer vehicles encourage consumers to act quickly. Quick action reduces one of the key advantages that Ford, GM, and Chrysler have over Toyota. At some point, if consumers wait long enough, Ford/GM/Chrysler is going to offer a ridiculous discount on a new F150/Silverado/Ram that’s simply too good to miss. If the Tundra is hard to get (especially the exact Tundra the consumer wants), they’re much more likely to act NOW – taking the air out of the domestics “blow out” sales.
2. The Tundra’s perceived value is higher. When you go to the Ford dealership, you ask what kind of deal you can get on one of 100 trucks. When you go to the Toyota dealership, you ask if the blue Tundra in the back is still available (crossing your fingers the whole time). That’s a big difference.
3. This strategy supports Toyota’s value story. Every Toyota dealer in North America has a plaque on the wall somewhere that reads: “the bitterness of poor quality remains long after the sweetness of cheap price is forgotten.” When consumers ask why there aren’t a lot of new Tundras to be had, dealers can explain that it’s because of quality…and it will make sense.
4. This strategy supports the Tundra’s industry leading resale value. Toyota is hanging their hat on resale value, and it’s a good bet with the Tundra. When there are just barely enough new Tundras to go around, used Tundras become more valuable. Supply and demand, right?

Of course, the downsides to this strategy are:

1. Transaction prices are higher. If the typical Tundra is more expensive than the typical F150, some people won’t buy the Tundra because they can’t afford to do so.
2. Some consumers won’t engage. Like the comment above, some consumers will simply cross the Tundra off their list if they can’t find the exact model they want.

Will the downsides of this strategy outweigh the advantages? As of today, the answer seems to be yes..but what do you think? Would a scarcity of Tundras at your local Toyota dealer encourage or discourage you to buy? Comment below.

Read user reviews of Tundra Accessories.

Here’s a good story about a 1st-gen Tundra that will get your motor going. Mark, who is from Northern Minnesota (the land of extreme conditions) has a 2000 Toyota Tundra with 415k miles on the original motor and transmission.

“Just broke 415-K on my 2000 Toyota Tundra. Original motor and drive train. LOVE MY TUNDRA, take it everywhere for my nature photography work. AWESOME TRUCK!  Thank you for building an incredible vehicle!”

2000 Toyota Tundra with 415k miles

Mark – congratulations! Anytime you can get 415k miles out of a pickup truck you’re doing great.

Thank you for sharing this picture with us as well – good luck with the nature photography.

Read user reviews of Tundra Accessories.

UPDATE (10/7/09) – NHTSA has begun investigating 2000-2001 Tundras for frame rust issues.

Last week the owner of a 2003 Toyota Tundra contacted us about significant rust on the frame of his 2003 Toyota Tundra. If the pictures aren’t shocking enough, the owner says the vehicle only has 62k miles:

“Have 2003 Tundra with rusted out frame and 62,000 miles. I can’t adjust alignment because the frame has fused with those parts. So much for my new tires. Cross members are also shot as well as rear bumper attachments. I love the truck, it’s just that it is now worthless and dangerous in this condition. Two years ago the gas filler pipe rusted out – what gives?”

This 2003 Tundra has 62k miles and significant frame rust.

The stark contrast between the rust on the frame and the nearly rust-free underside of the body panels is quite telling. Clearly, there is something wrong when two pieces of metal in nearly the same space rust at vastly different rates. More pictures follow…

The rust has eaten through the frame in multiple places.

Accusations of frame rust on the Tundra, unfortunately, aren’t new. However, this is the first time that a 2003 Tundra has been found with significant rust (at least that we’re aware of). We covered a story about frame rust issues on 2000 and 2001 Tundras a few weeks back, and at that time the evidence was limited to these older trucks.

Frame rust visible from inside the rear fender.

The fact that only 2000 and 2001 Tundras have had signs of frame rust is significant. In a press release, Toyota acknowledged the possibility of a frame rust problem on the Tundra that corresponds with a frame rust issue on Tacomas of the same model years. Our assertion from Toyota’s press release is that 2000-2001 Tundra and Tacoma frames had the same defect/issue that led to this rust problem. If 2003 Tundras also show this problem, it’s possible that all Tundras through 2003 could have frame rust issues.

Heavy rust on this Tundra's rear leaf spring.

See higher resolution frame rust photos on our Flickr stream.

Obviously, this is alarming news for many 1st-gen Tundra owners. If you own a 2000-2003 Tundra, you are advised to take the following steps:

1. Park your Tundra on a flat surface. Make sure the ignition is off, the vehicle is in gear, and that the parking brake is set.
2. With a flashlight, crawl under the rear end of your Tundra and look for any signs of rust. Do not touch any surfaces that appear to have rust (trust us, your eyes and rust don’t mix).
3. If you see any evidence of flaking, or if you see any frame connections that show heavy signs of rust, you are advised to take your Tundra to your local Toyota dealer.
4. When you visit your dealer, request a documented frame rust inspection. This should be a standard service ticket with information about the frame inspection. Preferably, this service ticket will include notes from the technician. Many dealers will charge for this service – if you aren’t interested in paying for this inspection, you can call Toyota customer service and lodge a complaint (800-331-4331). Bear in mind that having your vehicle inspected by a Toyota dealer is best, but it’s not essential. Any ASE certified mechanic can make an inspection.
5. If your inspection shows that your Tundra has significant frame damage from rust, you should file an official safety complaint with NHTSA. You can file online or call the NHTSA hotline at 888-327-4236.
6. If the damage to the frame is substantial enough, you may be advised to stop driving the vehicle. At this time, pending an alternative, we would suggest parking the vehicle for your safety and the safety of others on the road.

Check those 1st-gen Tundras! If your Tundra’s frame has rust, take the time to file complaints with Toyota and NHTSA – they can’t deal with this issue if they don’t know how big it is.

UPDATE: The vehicle owner has sent us some more info:

“First and foremost, I have always washed under the truck since new with a garden hose spray during the winter months as well as warm weather. I park next to my wife’s car, a 2000 Saab with 120,000 miles. WE drive the same roads and her car has almost no rust. I wash under it as well…The longer Toyota delays helping out on these defects, the more devalued my truck and others become.“

Read user reviews of Tundra Accessories.

When the 2nd generation Toyota Tundra debuted in 2007, Toyota was quite confident that the Tundra would be the safest pickup in it’s class. With standard ESC, side airbags, and Toyota’s latest and greatest crash test technology, Toyota had every reason to be confident.

Then NHTSA’s results (that’s National Highway Transportation and Safety Administration) came out. 4 stars. Toyota was devastated.

Time passed and the IIHS (that’s Insurance Institute for Highway Safety) issued their first ever Top-Pick rating to a pickup when they declared the 2007 Tundra to be the safest truck in it’s class.

IIHS crash test of 2007 Toyota Tundra

NHTSA said 4 stars, IIHS said top pick – and anyone shopping for a Tundra was (understandably) confused.

However, yesterday NHTSA released the results of a “re-test” of the 2010 Tundra and guess what – it got 5 stars. Great news right? Except the structure of the 2010 TUNDRA DIDN”T CHANGE!

Evidently, (no one at Toyota could confirm this but everyone we spoke to said there were no changes) the 2010 Tundra is the same truck structurally as the 2007 Tundra. No significant frame changes have occurred since 2007 (at least that anyone is aware of). There were no changes anywhere really, other than the addition of a knee airbag and some exterior add-ons.

Could a knee airbag account for the change from a 4 star rating to a 5 star rating? Perhaps. Only it’s worth pointing out that NHTSA literature (pdf) states that the star rating “indicates a belted person’s chances of incurring a serious head and chest injury in the event of a crash.”

Hard to see how a knee airbag would help to prevent a head and/or chest injury…which is why we say WTF NHTSA?!

Possible explanations for these inconsistent results:

• The test data was bordering between 4 stars and 5 stars and minor variations moved the rating upwards from last time.
• The Tundra(s) crash-tested in 2007 all had some sort of structural problem. This is highly unlikely considering that multiple vehicles are usually tested for this very reason.
• The testing equipment was installed incorrectly and/or malfunctioned.
• The data was corrupted somehow.
• The Tundra really has changed since 2007 and no one anywhere knows anything about it.
• Someone at NHTSA decided to give Toyota a lower score in order to help out GM, Chrysler, and Ford.

Of all of these possible explanations, the most likely is the first one. Still, that explanation doesn’t jive with the IIHS “Top Pick” safetfy rating.

Clearly, something is screwed up somewhere. NHTSA, we’re looking in your direction…

[Shout out to Mike Levine at PickupTrucks.com for bringing this to light first.]

Read user reviews of Tundra Accessories.

Cars.com has found that 4 of the top 10 “most America” vehicles are made by Toyota (the Tundra, Camry, Sienna, and Venza all made the top 10). In light of Toyota’s dominance of the Cars.com list, Cars.com has named Toyota The Most “American” Manufacturer.

Instead of posting the fact that the Tundra is rated to be more “American” than both the Ram and the Chevy Silverado / GMC Sierra (just like the Tundra was last year and the year before), we thought it would be fun to list off all of the vehicles with less domestic content than the Tundra.

Here’s a list of 25 vehicles with fewer domestic parts than the Tundra:

It’s important to note that the Tundra has more domestic parts than ANY other full-size pickup (as you can see). The figures in this table come straight from the US Federal Government, a product of the American Automobile Labeling Act (AALA).

Oddly enough, the AALA was originally intended to discourage US consumers from buying “foreign” cars. Does that mean we should avoid the Dodge Ram (just barely half of the truck is made in the USA)? Who would have thought that the mighty Dodge Ram, the classic Chevy Silverado and GMC Sierra, and the formidable F-Series would all have LESS domestic content than the Tundra.

For any “buy American” truck owners out there, the facts are in. Buying a Toyota Tundra is good for the USA.

Read user reviews of Tundra Accessories.

The lure of the open road and the promise of adventure that a road trip offers is something that appeals to a wide demographic of car lovers. For many, the ultimate vacation would be a cross-country drive that provides ample opportunity to stop and explore the cities, places and sights that help to make America what it is.

For Steve Bouey and his friend Steve Shoppman (the Steves’), the dream of driving across the country didn’t stop when they reached the ocean on the other side. They chose to extend their journey into a 2 year odyssey that stretched across 67 different countries and a total of 66,000 miles – and they did it all from behind the wheel of a 2007 Toyota Tundra (and an 04′ Sequoia).

Looking across the Tundra's hood at a burned out Angolan tank.

While some might be surprised at their choice of vehicle, it was an easy decision for the two young globetrotters to embark on their adventure from behind the wheel of Toyota’s flagship pickup truck. The Tundra’s combination of power, off-road ability and all-around capabilities (the Tundra could haul supplies like extra fuel, spare parts and gear) made it an obvious choice to the Steves’. Along with a 2004 Toyota Sequoia, the two travelers were accompanied by a small support team who ensured that their trip would be free from incident.

The route taken driving the world in a Tundra

What better way to put your expedition on firm footing than by trusting one of the most reliable truck makers on the planet? Bouey and Shoppman were lucky when outfitting their mission in that a website that the two had designed in order to describe their planned trip had succeeded in attracting the attention of thousands of monthly visitors – not to mention sponsors. One such supporter was Stevinson Toyota, a Denver dealership who provided the pair with their vehicles.

Interestingly, a significant amount of their financial support also came from people that they met on the road. The epic nature of their voyage helped them to connect with the people they would encounter in each country, providing them not only with much needed cash but also a support network.

Toyota’s international support network of dealers and distributors was also a crucial factor when it came to the pair’s success. They knew that Toyota’s extensive worldwide presence would be important to them in the unlikely event that either of their trucks needed to be repaired. One of the main reasons the Sequoia and the Tundra were paired up is that the vehicles share many parts, making repairs and part sourcing that much easier.

Navigating an Angolan water hazard in an 07' Tundra

With nicknames like “The Thundra” and “Little Pepe“, the two vehicles served the pair well. The Double Cab Tundra was outfitted with the smaller 4.7 liter V8, as well as TRD’s Off-Road Package, in order to help them through some of the more inhospitable parts of their journey.  The Sequoia featured the same engine, although it was rated at 240 horsepower – 30 fewer than the Tundra. It too had a four-wheel drive setup in order to fjord through the most difficult obstacles, be they desert, arctic or mountainous in nature.

In terms of aftermarket modifications, each truck featured Toytec gear – a lift kit on the Sequoia and extra leaf springs for the Tundra – in order to increase their ground clearance. These kits were paired with Mickey Thompson wheels, Thule roof boxes and a Warn winch. The Tundra also had an A.R.E. hard shell cap installed in order to help protect the supplies that were being transported.

Group pose at world famous Patagonia in Argentina

Steve Bouey and Steve Shoppman (and group) have proven that not only can the human spirit triumph over whatever difficulties might crop up when one is thousands of miles from home, but also that the Toyota Tundra is one of the most reliable, capable and rugged road trip vehicles ever built.

Visit TheWorldByRoad.com for more information.

Read user reviews of Tundra Accessories.