On the other hand, the Tundra was loaded to GVWR. Here, you can get the off-road suspension and towing packages together, and its Bilsteins proved their worth as every inch of suspension travel--and in at least one instance, about an inch of the bumpstops--got used. There were never any control issues, nor did stability electronics get called on to save the day, but the GMC's obvious payload advantage made it an easier drive. The light steering that turns tighter is welcome in urban and backing situations, but the touchy gas pedal led to a lot of tire-scratching, despite its long travel and smoother modulation at speed. The Tundra's brakes are no less bulletproof than the GMC's, but were used less, since the console-shifted six-speed gave more opportunities for compression braking; we wish it didn't default to fourth when going to Sport (or manual) mode, as fifth was often just right.
For hauling, the GMC offers two significant advantages--cargo capacity that's more than 600 pounds above the Toyota's and a lower bed to lift heavy loads into. Once unloaded, we also found the GMC's ultimate axle articulation equaled that of the Z60's, despite the extra 400 pounds of ability above the Z60, and the Tundra's invasive traction control needs to be dialed back a bit--it was impossible to spin the tires to clear mud (after four truck lengths on pavement at full throttle, we were up to a whopping 14 mph).
We then arranged heavier loads and much more aero drag in the form of 27-foot toy boxes (see sidebar, "Life in RedLine") from Fleetwood. Without weight bars on, these trailers dropped the hitch on the Toyota 4.2 inches and the GMC 4.0--between this and the Tundra not being on bumpstops at twice its rated load, maybe Toyota is sandbagging on payload numbers or just likes bigger reserves for cooling and braking systems.
Once the trailer was hooked up, the GMC's comfort factor went away for one simple reason: The VortecMAX NHT trailering package doesn't include a mirror upgrade. Since you can see only what's next to you but not what's behind, you're forced to drive it like an old tail-dragger airplane, weaving to check the rear view in alternate mirrors. For a truck that essentially duplicates the old "light-duty" 3/4-tons, its trailer package needs to be bumped up a C-note or two, adding extension mirrors to the NHT trailer package.
Neither truck had any significant issues towing. Once it was warmed up, the Tundra's lethargic ATF temperature indicator never wavered, while the GMC (with gauges that all moved regularly) registered a high of 199 degrees Fahrenheit on its digital display during acceleration testing. During our test, we remained well below maximum GCWR for both trucks and the weather was cool, so if you're pulling max load in the heat, keep an eye on it.
As we tested, the trailer drove the back of the Toyota in turns. The toy box had more effect on the front of the GMC, with no tendency for the tongue weight to push the truck, but did require more frequent minor steering corrections. Directional stability in the GMC was slightly behind that of the Toyota, yet close enough that it could be traced to tires and should be easy to adjust out with weight-bar preload. In tow/haul mode, both trucks switch that function off with the ignition (you'll have to turn it back on at every gas and food stop). By the end of the test, both had that "hamster-in-the-back-seat" squeak, and after a few hard trips down a bumpy road, the GMC needed a harder spring on its fuel door as it popped open three turns out of seven.
After Round 2, Toyota announced Tundra pricing, and with a $38,550 base for our Limited Double Cab 4WD (D.C. 4WD V-8s start around $30,000) it's a bit higher than the segment average but fully competitive. That price includes the big V-8 and six-speed automatic, tailgate assist, stability control, and towing package, most of which are optional on the Sierra. As similarly equipped as possible, the Sierra has a price lead of about $900; however, the Sierra doesn't offer a six-speed auto (yet) or other Tundra standards like front side airbags and brake assist.
With the GMC equipped for family recreation as tested, its price advantage of a few hundred dollars, more appealing interior package, and greater payload capacity aren't enough to overcome the Tundra's superior powertrain performance, safety equipment, larger cabin, and better fuel economy in every situation. The third time is indeed the charm for Toyota, as this third-generation full-size pickup has set the benchmark another notch higher.