The way you care for your Toyota T100 will have a huge impact on how it performs.
There’s no need to wait until anything goes wrong or estimate when it’s time for T100 maintenance.
It’s as simple as adhering to the maintenance program created just for your 1998 Toyota T100!
The automaker, Toyota, themselves created this suggested maintenance schedule.
Which regular maintenance treatments you’ll require can vary depending on factors including driving conditions, climate, and other factors;
tire rotations, new brake pads, oil changes, fluid swaps, and filter replacements.
Keeping up with regular maintenance appointments can improve the performance of your T100.
In This Article...
How trustworthy is a T100?
The T100 is incredibly reliable, efficient, and comfortable. routine maintenance that is dependable and simple, such changing the oil and filters. It consistently draws compliments. After almost 24 years and 350k miles, it is still functioning properly. Toyota is the best.
Why did they cease production of the T100?
When the T100 was first released, it was only available with a normal cab and a 3.0 L V6 engine that produced 150 horsepower (112 kW) and 180 lb-ft (244 Nm) of torque. In 1993, a 2.7 L inline-four engine was added with 150 horsepower (112 kW), the same as the 3.0 V6, and 177 lb-ft (240 Nm), in an effort to attract more buyers with promises of better fuel economy and a lower price (than previous models). The first imported pickup truck that could fit a 4 by 8-foot plywood sheet between the wheelwells was the T100. [4] The front bench seat in the normal cab could accommodate three people across; in the SR5 model, it was divided. While manuals had a shifter positioned on the floor, where the transfer case shifter was also found on 4WD versions, automatics had a column shift. [4]
Toyota eventually came to the conclusion that there was no choice but to give the truck additional power, and for the 1995 model year Toyota added the 3.4 L V6 with 190 horsepower (142 kW) and 220 lbft (298 Nm) of torque. A few months into the 1995 model year, an Xtracab model with a 6.25 ft (1.9 m) bed and the same 121.8 in (3,094 mm) wheelbase also appeared. Sales increased by 150 percent as a result in 1995. [5] Aside from the engine modifications and the installation of the Xtracab, the T100 underwent only minor changes during its lifespan. For MY 1994, a driver-side airbag was added (a passenger-side airbag was never made available), and starting in 1996, larger 16-inch wheels became standard for the majority of 4X4 variants. By late 1996 or early 1997, it was clear that Toyota was funding its following truck (what ultimately became the Toyota Tundra). Some people thought a redesigned T100 with a V8 engine was coming out at the time (late 1990s), and there were rumors that modified T100s with V8 engines were being used as test mules. However, it never happened, and the T100 was replaced with the Toyota Tundra.
A supercharger for the 3.4-liter engine was introduced by Toyota Racing Development (TRD) in 1996, and it was made available for the T100, Tacoma, and 4Runner with the 3.4-liter V6 (and later the Tundra). Depending on the generation of the supercharger, horsepower increased to the 260 hp (194 kW) range, and torque increased from 250 lbft (339 Nm) to 265 lbft (359 Nm). Only T100s manufactured in 1997 and 1998 could purchase this power add-on. The computer and electrical architecture of earlier 3.4 V6-powered T100s are different and do not accept the TRD device. [Reference needed]
The Hino company, a Toyota affiliate, produced and helped design the T100 to some extent. The base model, the DX, and the top-tier SR5 trim lines were available. The truck had a payload limit of 2,450 pounds and a maximum towing capability of 5,200 lb (2,360 kg). Although the majority of trucks were in the 1/2 ton range, a 1-ton model was available for a number of its early years before being discontinued due to a lack of demand.
Due to the fact that all T100s were assembled in Tokyo, Japan, all imported light trucks were subject to a 25% import charge. The T100 was the final Toyota pickup manufactured in Japan for the North American market when production ended in July 1998. Sales were gradually phased out beginning in August and ended with the 1998 model year. [6] The larger, V8-powered Tundra, which made its debut in 1999, took the place of the T100. Toyota had initially intended to carry on the T100 naming system by designating the new truck the “Toyota T-150,” but Ford successfully argued that this was a trademark infringement of their F-150 and forced a name change. [6]
The T in T100 stands for what?
A pickup truck named the Toyota T100. Motorcycle, Triumph Bonneville T100. A sophisticated training system built on the Alenia Aermacchi M-346 Master is the Leonardo DRS T-100 Integrated Training System.
Was there a V8 in the Toyota T100?
Toyota’s first sincere attempt at the competitive full-sized pickup truck market in the United States was the T100. The two best-selling vehicles in America are always pickup trucks, and Toyota controlled the compact pickup market. Americans also have a weird affinity for large, low-mileage trucks. Only the most optimistic of Toyota’s press release writers, however, could consider the Toyota T100 to be a success; and there were valid reasons for its poor sales. The second-generation Tundra would bring about some significant change in that regard.
The first T100 was released in 1993 and only came in a conventional cab. It had a single 150 horsepower V6 engine, two trim levels, and was available with two or four wheel drive. Behind the seats, there was a tiny storage compartment, and the SR5 included a built-in toolbox. Oddly, all vehicles came equipped with antilock brakes (rear only). For each engine, a four-speed automatic and a five-speed manual transmission were offered; the four-speed transmission was unique when it was first launched in 1993. (V8 engines were the most popular on the GM, Ford, and Chrysler sides; each of these firms had at least two V8 engines in addition to one V6).
In place of a V8, Toyota used a 2.7 liter four-cylinder engine that produced 150 horsepower, just like the V6, for its rear wheel drive variant, giving the 1994 T100 a drivers side airbag and steel door beams. The T100’s four-cylinder engine improved its average fuel economy while retaining a similar level of power and torque. Perhaps more significant than anything else was the new, welcome four-speed automatic. A One Ton model and a DX were also added to the T100; the One Ton would be phased out just two years later, in 1996.
The only full-sized pickup with a four-cylinder engine at the time was the Toyota T100. There wasn’t much of a gas-mileage advantage for the V6, even if it may have produced more power (at higher revolutions) than the outdated standard V8s of Chevy and Dodge. It shared features with its rivals, including three-across seating, a bed big enough to fit an 8-by-4-foot piece of plywood flat on the floor, and the less frequent capacity to support two-tier loading.
In keeping with other contemporary vehicles, the T100 offered two cupholders, a changing box, coat hooks, and integrated storage spaces. With some variants having up to 2,450 pounds of payload, the T100 could now tow up to 5,200 pounds.
The 1995 Toyota T100 was given an expanded cab, known as the Xtracab, which added 22 inches to its length and temporarily held three passengers in forward-facing jump seats (or two people for a long time; the middle person had very little height due to the transmission hump). There was a seatbelt in each place. The substantially expanded V6 had 190 horsepower, which put it on par with the smallest V8s from competing companies. The 1998 T100 kept on with almost no changes while the 1997 T100s acquired bucket seats and 16-inch wheels.
The 1997 Toyota T100’s 220 lb-ft of peak torque was respectable, at least on paper, but the 190 horsepower V-6 engine did not have much low-end torque, especially when compared to the Dodge Ram. When pressed, the transmission downshifted easily, and the engine accelerated to its redline while whining upbeat. At highway speeds, the transmission frequently moved, but it did so gently. In largely highway driving, we got 16 mpg on average, which is comparable to trucks from competitors. (The Dakotas V6 had more available torque at lower engine rpm but produced less power. However, the majority of consumers chose the Dakota’s 220 horsepower 5.2-liter V8, which negatively impacted America’s overall fuel consumption.) Although we had an automatic transmission, a manual would offer more power and acceleration.
Due to poor aerodynamics and an excessively high windshield, there was a lot of wind noise and a surprising amount of bugs were caught in the glass. The motor and road noise were partially muffled by the wind noise. However, visibility was superb. They appeared to be considerably more powerful while being less aggressive toward other vehicles because the horn was much easier to use and the headlights were much more focused than on the domestics.
The cruise control was quite useful, but the wiper/washer was obscured behind the steering wheel. The instrument panel was legible, but there was a perplexing array of stalks. For coins, there were two tiny spaces. The sunglass tray would have been useful, but acceleration tended to cause the contents to spill out onto the ground. The cup holders would also be more convenient if the contents weren’t permitted to tilt and spill so easily (right into the tape player).
The front bench seat in the base four-seater is split in half crosswise; while it tilts forward on the driver’s side, it does not slide unless the standard front/back control is used. From the driver’s side, accessing the rear is challenging; from the passenger side, access is simple. A pocket on the tiny central cushion up front was too small to accommodate a CD.
The gate was secured with a metal latch assembly, which gave more confidence than cables even though it isn’t any stronger, making it reasonably simple to get into the bed.
The T-100’s ride was smooth; it did a good job of absorbing unexpected pavement changes without imparting a luxury-cruiser lack of road sense. It also managed to give the impression that the roads had no abrupt breaks, potholes, or jagged edges. However, the lack of a truck-like feel only served to reinforce the notion that the Toyota could not compete with its larger American siblings. The four wheel drive vehicle, on the other hand, was more likely to be rigid and choppy with body lean during corners.
The T100 had excellent safety ratings, with the driver receiving four stars and the passenger receiving five (NHTSA).
The Dodge Dakota should have been the Dodge T100’s primary competition instead of the Dodge Ram, Ford F-series, and Chevy Silverado. A larger engine would have been beneficial, and among truck enthusiasts, a compact diesel with gobs of torque would have given the vehicle credibility (Dodge reputedly sold more gas pickups because of the Cummins turbodiesel than any other factor, in the pre-1993 days). Depending on the options, the cost may be too costly compared to the Detroiters’ larger, more powerful, and more commodious vehicles. Although there is occasionally a premium for quality, big trucks are an area where Detroit has excelled, and most buyers of full-size pickup trucks have not found a lack of reliability to be a significant deterrent. After testing the T100, Dodge Ram, Ford F-150, and Chevy 1500, it came as no surprise to us that the more Americanized Tundra would replace the T100.
Awards
The T100 garnered numerous accolades during the course of its brief existence. It received the J.D. Power and Associates IQS Best Full-Size Pickup award in the year of its introduction. J.D. Power and Associates continued to take notice of the vehicle until 1998, when the Tundra took its position.
Criticisms
The T100’s life wasn’t always sunshine and flowers. Because it couldn’t live up to the standards set by the other manufacturers of full-size trucks, it did draw a lot of flak throughout its brief existence. Additionally, the fact that it featured a V6 as the highest engine option and clearly had less horsepower than comparable Ford and GM cars at the time were noted.
Toyota stopped producing T100 when?
The Toyota T100 was initially released in 1993, according to Toyoland. The initial model had a manual or automatic transmission, a 150-horsepower V6 engine, and was only offered with a standard cab. It had a bed that could accommodate a decent amount of cargo and a fair amount of interior storage.
Toyota expanded the T100 model’s choices over the following few years, including an enlarged cab and more potent V6 engines. After the final model was built in 1997, the T100 was renamed the Toyota Tundra.
T100 irons: are they forgiving?
My scores were excellent after utilizing this new pair of irons for more than five rounds.
These are my general impressions of the T100 Irons’ performance and user experience.
Titleist changed the design and nomenclature of its irons, but they didn’t lower the bar they set with this one.
Amazingly comfortable irons that look good. You perform better if there is reasonable forgiving and tight dispersion.
Verdict
For me, the performance gold standard is the Titleist T100 irons. They provide the best of all worlds in terms of feel, appearance, forgiveness, accuracy, and solidity.
Which is superior, T100 or T200?
There are four models of the Titleist T-Series irons: the T100, T100S, T200, and T300. The T100 is designed for more advanced players who want precise control and unmatched feel. The T100S is for the player who wants to hit the ball farther but still wants the exact appearance and feel of a Tour iron. The T200 is designed for players who want distance assistance but don’t want to give up aesthetics, forging feel, trajectory, or stopping power. The T300 is for players who desire a powerful launch, extended distance, and reliable forgiveness.
The most frequently used iron on the PGA Tour for the past seven seasons has been a Titleist. With the help of new materials, methods, and modifications, the T-Series iron family is able to operate with unrivaled precision and feel.
“According to Josh Talge, Vice President, Titleist Golf Club Marketing, the new T-Series irons mark another advancement in Titleist iron design and technology. ” Each and every detail counts while using these new irons. They have gorgeous looks and a premium feel while offering the highest accuracy and performance in their respective iron category. Golfers desire specialization, not an iron “line,” which is what each of these models offers.