Faults:

Battery went dead from extended non-use, not the truck's fault.

Windshield wipers needed to be replaced, a surprisingly painful experience at Advance Auto finding ones that fit.

An aftermarket brake light switch installed for trailer towing would heat up in the sun and randomly activate the brake lights even when just sitting in the driveway.

There seems to be a problem with the climate control buttons on the center console. The AC light is always on whenever any climate control option involving heat or cold is selected. You can't turn the AC off, although maybe that's just part of the climate control system. The air still blows warm if you select warm air, it's just that the AC light stays on. The rear defrost button doesn't seem to work, unless the truck has a sensor preventing it from turning on if it's too warm out.

General Comments:

I only have about 1,000 miles of experience on this Tundra, but for purposes of documenting the experience, I'm starting the review now so I can provide yearly updates. Probably next year's update will be more meaningful.

This 2013 Toyota Tundra SR5 Crewmax was a gift from a family member, who used it to tow a camper trailer. Hence the relatively low miles on a 10-year-old vehicle, which are dominantly highway towing miles.

Between my wife and I, we have 8 cars now counting this one. The summer weekend toys are a 1971 Barracuda, 1973 Charger, 1975 Charger, and 1979 Chevy C-10 so we like the '70s. Our "normal" cars are a 2017 Ford Explorer XLT, 2010 Cadillac DTS, and 2010 Honda Fit. Most of those cars have reviews on this site. Based on comparison with those vehicles, my driving impression of the Tundra is that it's like driving a commercial truck or piloting an ore freighter on the open sea. The thing is just huge, and I'm not altogether comfortable driving it. Backing up in a parking lot is a gamble because rear visibility is non-existent. The truck sits so high that you can't see what's behind you in the mirrors. There is a backup camera that helps somewhat, but no proximity alarm. There is also a major blind spot when changing lanes to the right, where I find I have to lean forward to scan the field of view in the passenger side mirror, and still have to physically look over my right shoulder through the rear passenger window to make sure nobody is alongside.

The truck rides really well on the highway; I drove it home at 65-70 mph all day and it was comfortable. The interior is very roomy, especially the back seats and huge rear doors of the Crewmax. It's high enough to really need to use the step bars to climb up or down into the cab. The engine has good power, the 4-wheel-drive engages and disengages fine. On the all-day drive home, at highway speeds the average gas mileage was 18 and 19 mpg, but at least that's on 87 octane. Still, it would be more economical to drive the Cadillac with its 4.6L V-8 that uses 93 octane, because it gets 10 mpg better. The Tundra is not an economical road trip cruiser. Perhaps it might get as high as 20 mpg doing 55 mph on a flat road.

So where are we? This is a vehicle made for towing heavy things, but too large to confidently drive in traffic or city streets, yet too small to be practical as a pickup, with fuel efficiency too poor to use as a casual passenger vehicle. Would I have bought a giant pickup for myself? No. It's a big truck with a towing package, so it was well suited to its job of pulling that camper trailer, but I'm not quite sure what other use it has. The pickup bed is only 5 1/2 feet long, so our '79 C-10 with an 8-foot bed is actually superior as a utility vehicle when you want to haul something, like even as simple as a 4'x8' sheet of plywood. Am I going to decline a free vehicle in good shape? No, we're going to find some niche for it. I have a feeling our use of this is going to be pretty limited for certain rare circumstances that our 7 other cars don't meet.