Toyota produced the full-size T100 pickup vehicle between 1992 and 1998. It was specifically designed for the US (and Canadian) markets, where larger pickup trucks account for a substantial portion of the market. [1]
In This Article...
Why did Toyota stop producing the T100?
The Toyota T100’s manufacturing was discontinued in 1998. The T100’s sales remained static despite several complaints about it. Toyota therefore needed to boost its game if it wanted to stay in the pickup battle. Toyota, however, was willing to acknowledge that failure came before success. Toyota saw the T100 as a means to “enter the market, enhance it, then get it perfect,” according to Auto News.
Toyota developed a new and better replacement after the T100’s failure. Toyota employed its entire staff of engineers to create a better, full-sized vehicle by drawing on lessons learned from its own failure, market research, information from owners and dealerships, and more.
Toyota engineers intended to build the new pickup with all the T100 lacked using a new assembly facility. It took some time, but the 2000 model year saw the release of Toyota’s full-size Tundra. With the introduction of a larger, more potent eight-cylinder, Toyota started to gain some full-size truck loyalty even though sales were still below those of its main competitors.
Is the T100 trustworthy?
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.
What does T100 represent?
The former Shanghai-Kowloon Through Train train number T100 may be referred to as T100 or T-100. Soviet super-heavy tank prototype, the T-100. A pickup truck named the Toyota T100.
How far can a T100 travel?
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.
Did the T100 have a V8 engine?
The T100 received negative feedback after its debut for a number of reasons. First, it was criticized for being too small to appeal to buyers of full-size work trucks, second, it didn’t have an extended cab, and third, and possibly most importantly, it didn’t have a V8 engine; instead, the only option was a 3.0 liter V6, which was already present in Toyota’s compact trucks and in the 4Runner. [4] Although many people viewed these as critiques, Toyota insisted that they were all taken into account when creating the T100. They stated an Xtracab was on the horizon, the 3.0 liter V6 would deliver far better fuel economy than the vehicles it sought to compete with, and the smaller size was meant to offer a larger truck with a compact “feel.” Environmental concerns, which were irrelevant to American pickup purchasers, had an impact on both the V6 engine and the slightly reduced dimensions. [2]
Beyond the problems with size and power, the T100 did receive some positive press. In its first year on the market, it won the “Best of What’s New” award from Popular Science magazine and the “Best Full-Size Pickup” award from J.D. Power and Associates Initial Quality Survey. The only car or truck to ever win a “Initial Quality Survey Award” during its first year of manufacture was the T100. The T100 was once more recognized by J.D. Power and Associates as the “Best Full-Size Pickup in Initial Quality” for the truck’s second model year (1994) and third model year (1995). The T100 was once more named one of the “Top Three Vehicles in Initial QualityFull-Size Segment” by J.D. Power and Associates in 1997.
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.
A Toyota T100 is it a full-size pickup?
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.
What preceded T100?
After evaluating the Titleist T100, I’ll briefly explain what the engineering team set out to accomplish and the types of players who would benefit from these irons.
Starting from the Top
Even though it’s not broken, let’s fix it. The Titleist AP2 had been the most popular iron model on the PGA Tour for more than ten years prior to the T100. What are you hoping to achieve by redesigning and rebranding the most popular iron model on the PGA Tour?
The attention that Titleist pays to top-tier amateur and Tour players is well known. This emphasis on assisting skilled players in playing their best appears to be reflected in the changes made in T100. This is how:
- Thin topline: The AP2 lines were noticeably wider on top than conventional MB or CB models, while being a golf club that many players thought was attractive. The T100 resembles the MB/CB top lines considerably more closely. The throwing wedges appear to be virtually identical when compared side by side.
- Superior Turf Interaction: The T100’s sole is narrower than any other model AP2, including the preceding one. In order to aid the club in gliding into the ground on both steeper and shallower hits, the leading edge is additionally pre-worn and slightly beveled. The aim of the design was versatility.
- Minimal Offset: The T100 irons have far less offset than almost all other irons on the market, although having greater offset than the Titleist MB or CB Models “a player’s Iron class. Even though we’re only talking about a few thousandths of an inch in offset, clubfitters must take this into consideration for right-handed golfers who don’t want the ball to turn too much to the left.
- Forgiveness: Despite looking a lot like a typical Muscle Back when it’s in the playing position, there’s a lot of assistance concealed behind that slick, gleaming hood. The extreme heel and toe of the iron have tungsten weighting hammered into them, which greatly improves stability and MOI without materially altering launch or spin. The weight must remain close to the golf club’s face in this situation because if it were removed, the iron would launch higher, which is not what this club head is designed to achieve. The reduction of curvature in golf shots caused by heel/toe weighting must be noted. Although many players desire “The average modern golfer prefers to curve the ball less because of its workability. Curvature of the T100 is still possible, albeit on a lower scale.
Where the T100 Fits In
One of the thinnest and most blade-like cavity irons on the market is the Titleist T100. The topline is really clean and narrow. The lofts are quite traditional (for this day and age) and the blade length is short. Even in a true muscle back blade, a 46-degree pitching wedge is about as feeble as you’ll find these days. I noticed something similar in Mizuno’s HMB irons.
The T100 are not intended to be a game-improvement club, nor would I classify them in the trendy developing category known as “Players Distance Iron.” This club is more of a high-tech cavity-backed blade, in my opinion. The golfer who will gain the most from this iron is one who has always used conventional blade irons (or has always desired to use them) but now wants to take advantage of the forgiveness that contemporary technology can provide.
What I’ve Seen in the Fitting Bay
Most of the golfers who favor the T100 are accomplished players with a lot of ball speed. I dislike assigning handicaps to clubs because I know five handicappers who play well but hit the ball terribly (12 handicappers, however, chip and putt like crazy) (but take too many risks and putt like Chihuahuas….yippy).
I’m going to suggest something that’s created with greater forgiveness or distance in mind if you’re going to miss the center of the clubface three or four times out of ten shots or want to hit a seven iron 185 yards. This club is ideal for those who can consistently find the middle of the scoring lines and don’t want to carry five wedges.
(P.S. : Titleist has announced a T100s (strong) set hitting shelves in late March if you like everything you hear but want additional distance.)
Some Real-Life Examples
In the past, Charlie Hoffman has used a mixed set of irons consisting of long irons that are more forgiving and lower irons with muscular backs. He is now sporting T100 irons from top to bottom following his fitting with the Titleist Tour Team in the fall of 2019. This, in my opinion, is support for the clubs’ adaptability.
More than half of the NCAA athletes I work with have secured T100s. The most typical scenario is a child who wants a smooth ride across the ground at fast speeds, but who also constantly keeps score while playing. The T100 looks just as good and has tighter dispersion at essentially no sacrifice in look or feel, so the option becomes obvious. He typically comes in requesting a muscle or cavity back blade.
Titleist T100 vs. T200
The primary distinctions between the T100 and T200 that you should take into account are forgiveness and loft. The T200 irons are better suited for golfers who want a little bit more distance from their irons because they feature stronger lofts. In addition, the T200 irons are a little more forgiving than the T100 while maintaining a classic appearance. Consider the T200 irons as the AP3 model’s replacement.
T100 vs. AP2
Many golfers are curious how the T100 stacks up against the most current AP2 launches. Observations I made regarding the T100 include the following:
- T100’s topline is thinner (think more traditional blade like the MB and CB models)
- smaller sole
Final Thoughts
Over the past five years, iron fitting has seen tremendous change. It’s time to retire lie boards. There are many shaft possibilities. Most crucially, we can now adjust the ball’s launch angle, apex height, spin rate, and landing angle thanks to our ability to follow the ball with radar as it travels through the air.
Iron fitting is different from driver fitting. Drivers are struck from a single lie and have one task: to travel as far as possible while remaining in (or close to) the fairway. From every conceivable lie, irons are employed for a wide range of strokes. Don’t try to maximize your seven iron clubhead speed before a fitting. Sure, you should smash some shots powerfully, but you should also use your clubs to punch, knockdown, cut, draw, or do whatever else you enjoy. Make sure your new set of irons performs well in all areas of the game. Irons are tools for many jobs.
For better ball strikers, the Titleist T100 iron set is superb. You’ll probably adore them if you desire the advantages of a conventional blade and some of the forgiveness that contemporary technology enables. Try before you buy, as always. If you can, work with a certified clubfitter! The Callaway X Forged CB is another iron you might want to think about.