The 2009 Toyota Tundra is essentially the same truck that made waves three years ago when it arrived on the scene as the first full-range, top-to-bottom overseas threat to the domestic truckmakers. With its robust chassis, wide range of body styles, available 381-horsepower V8, pleasant driving demeanor and distinctive interior, the Tundra set itself apart from the pack. The recently redesigned GM pickups were certainly viable challengers, but after living with both a Tundra and a Silverado in our long-term fleet over the past year, we ultimately determined that the Toyota was the better buy.

What a difference a year makes, or rather, what a difference two redesigned competitors make. After ruling the roost for its first couple years of production, the 2009 Toyota Tundra must now contend with the redesigned trucks from Dodge and Ford. Despite this onslaught, the Tundra sticks to its still-mighty guns for 2009, adding only a pair of limited-edition sport and off-road packages. The lineup of three stout engines, three bed lengths and three cab styles remains the same. Notably, the Tundra forgoes a traditional extended cab in favor of two crew-cab flavors: regular Double Cab and jumbo CrewMax. Now that Dodge’s Mega Cab is discontinued, no other truck comes close to matching the Tundra CrewMax’s rear-seat space.

During our long-term test of a Tundra Double Cab, it proved to be a capable workhorse that tackled all our towing, hauling and commuting needs without breaking a sweat. Its strapping 5.7-liter V8 and responsive six-speed automatic consistently impressed, and although the cabin evinced a few ergonomic missteps, it was generally durable, spacious and comfy. On the downside, the Tundra’s wide haunches and expansive dashboard make it seem larger than some competitors from behind the wheel. Also, its rear suspension provides a significantly bouncier ride than the sophisticated coil-spring setup found in the new Dodge Ram.

The full-size-pickup segment is an embarrassment of riches these days. The new trucks from Dodge and Ford are impressive, but so are the GM full-sizers. In our most recent full-size truck comparison test, the Tundra was narrowed edged out of first place by the Ram. Nonetheless, the 2009 Toyota Tundra remains a well-built and thoroughly competent truck. Make sure it’s on your to-drive list if you’re shopping for one of these beasts of burden.

Vehicle model: 2009 Hummer H3T
Base price: TBA
Engine type: 3.7L I-5
Valvetrain: DOHC, four valves per cylinder
Aspiration: Natural
Mfg.’s hp @ rpm: 242 @ 5,600
Mfg.’s torque (lb-ft) @ rpm: 242 @ 4,600
Transmission: MA5 five-speed manual
Axle ratio: 4.56
Suspension (f/r): Independent SLA with torsion bar, stabilizer bar/Hotckiss leaf spring, stabilizer bar
Steering: Power-assisted rack-and-pinion
Brakes (f/r): 12.4-inch disc/12.3-inch disc with four-wheel ABS
Wheels/Tires: P265/75R16 Bridgestone Dueler
Wheelbase (in): 134
Length (in): 211.9
Width (in): 85.5
Height (in): 72.2
Track (in): 65/65.5
Curb Weight (lb): TBA
Ground clearance f/r (in): 9.1
Approach (deg): 37.5
Departure (deg): 28.0
Max Towing capacity (lb): 4,400, 5,900 (V-8)
Fuel capacity (gal): 27
EPA mileage estimates (mpg): TBA
Seating capacity: 5

With a keen awareness of the growing consumer desire for more fuel-efficient vehicles, for 2009 Chevrolet offers an XFE (Xtra Fuel Economy) model, a two-mode hybrid, and now a six-speed transmission with manual shifting capabilities. The new Hydra-Matic 6L80 is available in Silverados equipped with the 5.3-, 6.0-, and 6.2-liter engines. It was first made available in crew-cab models and later will be offered in regular- and extended-cab models (except with the five-foot-eight-inch short bed) with 5.3- and 6.0-liter V-8s. The new transmission provides a lower rpm at cruising speed, improving fuel economy on the highway.

What better way to find out just how much of a difference the improvements have made than with a road trip? We requested an LT Crew Cab with the Z71 off-road package, 18-inch wheels with Bridgestone Dueler A/Ts, the 5.3-liter, E85-capable V-8 with 315 horsepower and 338 pound-feet of torque and Active Fuel Management, and the aforementioned optional six-speed automatic.

Leaving sunny Los Angeles, we were ready for a nearly 1400-mile journey to Northern California and the Sierra Nevadas and back. Once out of the metropolis, the trip consisted of mostly freeway driving, with some in-city travel, snow driving, and a windy canyon road thrown in for good measure.

The brawny, squared-off sheetmetal and wide stance can be unnerving at first in city traffic, but the Silverado’s excellent sightlines make its size easy to adapt to. Quick, accurate steering inspires confidence, and a smooth ride makes the Silverado a pleasant commuter. The LT came with a nicely appointed interior, albeit not the topline package found in the LTZ. Still, the seats remained comfortable despite the distance, and the XM Satellite Radio and auxiliary input jack kept us entertained for the duration of the trip. The center stack is still a ho-hum slab of gray plastic when the Navigation box hasn’t been checked on the order sheet, but the stereo and small upper glovebox–which requires two hands to open–were the only detractors from the otherwise nicely finished dash.

Because inclement weather was predicted, we unfortunately had to load the luggage in the cab rather than in the bed. However, the 60/40-split rear seat bottoms are easy to raise using one hand, which allowed us to stow the luggage on the cab floor. Folding the larger portion of the seat gave us a week’s worth of gear-stowing for three people behind the driver’s seat and still ample seating for a third passenger in the second row.

On the road, the Silverado was exceptionally pleasant to drive, providing a smooth ride–the suspension ably soaked up bumps and pavement imperfections. The steering was nicely weighted and communicative, and the manual-shift buttons on the column came in handy on long hills or when passing. Climbing up the narrow, windy Feather River Canyon, the Silverado handled nicely, never feeling underpowered or too wide for the road.

When the snow came, the Silverado remained unfazed. The Automatic four-wheel-drive setting handled slippery roads nicely, and putting it in 4-Hi four-wheel drive kept us trouble-free with deeper snow. Not once did the truck feel unsure or disconnected from the road.

Upon our return to Los Angeles, we had traveled 1364 miles (including a marathon 13-hour drive covering most of the length of California), from sea level to nearly 4000 feet and back. Along the way, we spent $148.71 on 79 gallons of regular-grade gas, averaging 21.7 gallons per fill-up at about $40 every 380 or so miles.

In SuperCrew form, the 2009 Ford F-150 can comfortably seat five or six people. Backseat comfort rivals the best in the segment thanks to an abundance of legroom, a flat floor and a seatback angle that’s not too upright as in some rivals. Carrying three passengers in the backseat is still possible if you get a SuperCab, though legroom will be noticeably less generous.

All F-150 versions offer simple controls and materials of pleasing quality. Order the navigation system and you’ll get a large (8-inch) screen. Lower trims have a standard 40/20/40-split bench seat with a column shifter, while the upper trims feature captain’s chairs and a console shifter.

Hauling large items is no problem in SuperCabs and SuperCrews, as the backseat quickly folds up to make way for cargo. The SuperCrew’s flat floor allows for secure transport of pets and big-screen TVs alike.

Driving Impressions

Thanks to its stiff frame and double-wishbone front suspension, the 2009 Ford F-150 delivers impressive ride and handling dynamics for a full-size truck. The powertrain enhancements this year also make the truck feel noticeably livelier, thanks in part to the six-speed automatic’s well-spaced gears and cooperative nature. Yet the F-150 is still down on maximum power — to the tune of 60-80 hp compared to the big V8s in the Ram, Tundra and GM trucks — so if you need or want serious oomph, there are better choices.