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Old 09-03-2014, 07:52 AM   #29
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Originally Posted by westcoastas View Post
Thanks everyone who contributed and giving me some confidence in the Tundra. I can see that everyone has their favorite make of trucks, especially when they've performed well for them through the years. I'm a bit partial to Toyota trucks and so after reading several favorable confirmations of the Tundra as a tow vehicle, I pulled the trigger on a 2012 Tundra, V8, 4wd with less than 16k miles. I plan on taking good care of it and hopefully it will provide us with many years of safe towing and getting around town upon arrival while we look for jobs. Thanks again everyone for the sharing of experience - I appreciate it!

Now I have one and a half months to get it rigged up and to learn how to tow my 28-foot International. Then it's good-bye rat race (hopefully) and hitting the road full time!

- Jeff
This thread is worthless without pictures Jeff.

Congratulations.

I personally like the look of the new Tundras. It's the interior I feel falls short. But it's an overall good truck. You'll be happy.
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Old 09-03-2014, 08:31 AM   #30
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Originally Posted by nickclifford View Post
from wiki:

the existing 4.7-liter V8 was updated with Toyota's VVT-i variable valve timing technology and was rated at 282 horsepower (210 kW) and 325 lbft (441 Nm) of torque while the 2006 versions were rerated at 271 horsepower (202 kW) and 313 lbft (424 Nm) of torque . The 5-speed manual gave way to a 6-speed manual, and a 5-speed automatic replaced the 4-speed. With a towing capacity of just 6,900 lb (on the Double Cabs)

so is 6,900 enough with 4 passengers & gear i wonder ?
Nick, we used our 2006 Tundra crew cab 4.7 to tow our 25' Airstream at about 6400# loaded. It was very adequate, especially for your limited use. Put it in fourth gear whenever towing, overdrive off and leave it there except when climbing and descending steeper grades. Shift down, reduce your speed, let the engine rev into its power range when climbing. Use lower gears, trailer and truck brakes for reduced speeds when coming down.

Get a high quality weight distribution hitch and set it up properly. A change from P-rated to XL (Extra Load) tires on the truck will reduce side-to-side movement felt in the steering because of the stiffer sidewalls, very good improvement. I think your longer Airstream will feel a bit more stable than ours because the axles are farther back from the truck.
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Old 09-07-2014, 10:32 PM   #31
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2013 tundra as TV

We purchased a new 2013 tundra 4x2 crewmax 5.7L V8 last year for our future AS. We wanted to go with the 2015 Classic. Now, as we study the numbers, I feel we are under powered. Can someone confirm the numbers for me? I have a Ranch Hand cattle guard and a Leer camper cover on the truck to be factored in for weight also. I'm love my tundra and it is my daily drive. My TWR is 9,300 lbs and the GCWR is 15,400 lbs according to my owners manual. The 30 ft 2015 Classic is 6,047 lbs. (truck GVWR is 7,000 lbs) I'm now confused with my own math! If anyone out there can help I'd really appreciate it. The dog will no longer listen to me and is refusing to help!
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Old 09-08-2014, 08:22 AM   #32
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Originally Posted by Dchristrn View Post
We purchased a new 2013 tundra 4x2 crewmax 5.7L V8 last year for our future AS. We wanted to go with the 2015 Classic. Now, as we study the numbers, I feel we are under powered. Can someone confirm the numbers for me? I have a Ranch Hand cattle guard and a Leer camper cover on the truck to be factored in for weight also. I'm love my tundra and it is my daily drive. My TWR is 9,300 lbs and the GCWR is 15,400 lbs according to my owners manual. The 30 ft 2015 Classic is 6,047 lbs. (truck GVWR is 7,000 lbs) I'm now confused with my own math! If anyone out there can help I'd really appreciate it. The dog will no longer listen to me and is refusing to help!
Nothing to be confused about you are not under powered.

The combined maximum safe weight of both your truck & camper or (GCWR = gross combined weight rating) is listed as 15,400lbs.

Your truck has a GROSS VEHICLE WEIGHT RATING of 7000lbs, this is the maximum the truck can weight

The Classic has the same GVWR but is 6047lbs

Therefore : 7000lbs + 6047lbs = 13047lbs

You're at about 85% of your GCWR.

And your truck's towing capacity is 9300lbs

You are at about 70% of your trucks towing capacity.

Now, those are the gross maximum weights. How you load your Airstream and truck is up to you.

But unless you load everything to the max you won't hit those numbers.

So you're fine.

Just watch out for payload police.

You can also go weight your truck at a CAT scale to get an idea about it's current weight and how your trailer and load will effect it's payload and GVWR in relation to axle ratings. Getting weighted is always a good idea.
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Old 09-08-2014, 09:44 PM   #33
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Thank you for your help.
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Old 09-10-2014, 02:35 PM   #34
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According to the video at the start of this thread, the 2014 Tundra with the tow package, has a 4:30 rear end ratio which should be a lot better than the previous 4:10 when towing.
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Old 09-10-2014, 05:58 PM   #35
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Quote:
Originally Posted by BoldAdventure View Post
This thread is worthless without pictures Jeff.

Congratulations.

I personally like the look of the new Tundras. It's the interior I feel falls short. But it's an overall good truck. You'll be happy.

Sorry for the delay but it's my last week of work... my last week in the rat race of Southern California.

I agree on your points of the Tundra - I like the look also but the interior has cheap materials. Still, I've never had a fancy truck before, so as long as the stereo and air conditioning work, I'm okay.
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Old 09-10-2014, 07:13 PM   #36
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Quote:
Originally Posted by Dchristrn View Post
We purchased a new 2013 tundra 4x2 crewmax 5.7L V8 last year for our future AS. We wanted to go with the 2015 Classic. Now, as we study the numbers, I feel we are under powered. Can someone confirm the numbers for me? I have a Ranch Hand cattle guard and a Leer camper cover on the truck to be factored in for weight also. I'm love my tundra and it is my daily drive. My TWR is 9,300 lbs and the GCWR is 15,400 lbs according to my owners manual. The 30 ft 2015 Classic is 6,047 lbs. (truck GVWR is 7,000 lbs) I'm now confused with my own math! If anyone out there can help I'd really appreciate it. The dog will no longer listen to me and is refusing to help!
Payload does matter. And where you put your "stuff" matters.

Can you pull up the weights of the cattle guard and the cover?

Payload on the TV = GVWR - curb weight.


On my 2014 Tundra GVWR is 7200---the curb weight, which is the vehicle with a full tank of gas and all fluids topped off, is 5850. Subtract the difference, and the payload, or additional weight the truck frame, suspension, etc. is engineered to bear, is 1410.

Now it gets interesting. Add in (or subtract out actually) 2 adults, I am at 1000 pounds, now subtract the Tongue Weight of the trailer you will tow, for me, am anticipating a Bambi at 350 pounds, leaves me with 650 pounds. This tells me that after getting myself and himself in the truck, and hitching it up, we can only add in 650 pounds or less of stuff or other people IN THE TRUCK and not be over the payload capacity of the truck.

For your example, you will need to subtract out the weight of the cattle gate and the topper when figuring this. And then subtract out the hitch weight of the trailer.

Weight distribution can somewhat change this, but this is the general idea as I understand it.
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Old 09-10-2014, 08:13 PM   #37
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I cannot wait until Toyota makes a 3/4 ton pickup. Maybe it is designing a diesel engine before they can proceed. Will be interesting...

Pulled a 2006 23' Safari with a 2006 Tundra double cab 4.7L 4x4 anywhere without difficulty. On mountain gravel... you had better have a 4x4 if you loose traction. That one tire will dig a hole to make a back hole operator proud! I use 4x4 frequently and it can be switched in and out at will when towing off the asphalt.

Bought a 2008 5.7L Tundra 4x4 to tow the 23 footer. Better gas mileage than the 4.7L 2006 AND shorter turning radius. Figure that... The first year 5.7L (2007) had cam shafts that were not tempered properly and were breaking... so I waited an extra year so that Toyota fixed the engineering problem(s). Never regretted getting the 5.7L.

Bought a 2012 Tundra Crew Max 4x4 5.7L, sold the 2006 23 foot Safari and bought a 2014 25 foot International several days after the new owner, towing with a Tundra 5.7L 4x4 disappeared down the interstate like I was standing still. Not what you think... the check WAS good.

I can "feel" a bit more of the 25 foot trailer when getting up to highway speed. Although if I wanted to go 80 mph I would not be too concerned about the tow vehicle, sway or losing control... it would be the trailer tires that are my number one concern. The new Airstream brakes very well and tracks perfect in those 30mph Wyoming cross winds on I-80! I am being cautious with the Goodyear D Rated 15 inch tires after having too many tire failures on the original 14 inch tires, C rated, on the 23 foot Airstream. Small stones would puncture through new tread when on paved or gravel roads.

I was leaving the Buffalo Bill State Park west of Cody, Wyoming several days ago and reset my trip odometer and gas mileage meter on the Tundra. A whopping 60 miles per gallon... downhill to Cody. Of course going up it was 9.8 miles per gallon. The Tundra tops out at 60mpg it seems, as it would not go any higher. I think this is a record to report on the Forum. Try that in Texas... or Kansas... I was getting 8.5 to 12 mpg in higher elevation and rolling terrane AND going up and over passes with the 25 footer in tow. No complaint. Get some Wyoming wind behind me... 16mpg to 20mpg!

There is a lot of plastic on the front end of a Tundra. My next choice would be a Ford 3/4 ton, but I do not want the diesel. No matter how quiet and how little diesel exhaust you smell. The Tundra has a plain steel wheel and car tire for a spare... so, I bought a Toyota Tundra aluminum spare wheel as my fifth tire, and spare. I swap spares when I trade in my older model. Check it out. You may want to do the same.

The engine nor transmission has NEVER overheated with the tow package (maybe not much different without the tow package and transmission cooler). When the new, 2014, radiator developed a leak, the Toyota dealer said "poor quality" for his reason on the warranty sheet. The radiator is also plastic.

I had been a Chevrolet guy when I was "working" on them at home. I became tired of working on them, so bought a Toyota. They are dependable and when you want to sell them yourself there is a long line of interested buyers. The Toyota dealers are also interested and make the trade in worth looking into. Today... with the Tundra I would have no idea if I have a tool to replace a spark plug after 100,000 miles. Never had a transmission problem, engine problem with my Tundras. I replace them when I get into the mid to high 40,000 miles. By then I have eaten the depreciation and towed my Airstream long enough. I figure an Airstream Tow mile at double the wear and as long as there is warranty... the dealer finds the truck as an easy sale on the lot.

If Toyota begins to cut corners for "weight"... a Ford could be on my short list. Until then... pay the extra for the 4x4, you will get that back upon selling. Get the 5.7L engine. Get the Double Cab to save on weight and keep the 6 foot bed. The Crew Max is great for roominess... but I sure miss that 6 foot bed!
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Old 09-11-2014, 01:34 AM   #38
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Originally Posted by Piggy Bank View Post
Payload does matter. And where you put your "stuff" matters.

Can you pull up the weights of the cattle guard and the cover?

Payload on the TV = GVWR - curb weight.


On my 2014 Tundra GVWR is 7200---the curb weight, which is the vehicle with a full tank of gas and all fluids topped off, is 5850. Subtract the difference, and the payload, or additional weight the truck frame, suspension, etc. is engineered to bear, is 1410.

Now it gets interesting. Add in (or subtract out actually) 2 adults, I am at 1000 pounds, now subtract the Tongue Weight of the trailer you will tow, for me, am anticipating a Bambi at 350 pounds, leaves me with 650 pounds. This tells me that after getting myself and himself in the truck, and hitching it up, we can only add in 650 pounds or less of stuff or other people IN THE TRUCK and not be over the payload capacity of the truck.

For your example, you will need to subtract out the weight of the cattle gate and the topper when figuring this. And then subtract out the hitch weight of the trailer.

Weight distribution can somewhat change this, but this is the general idea as I understand it.
Piggy Bank,
I weighed my tundra today at the CAT scale. The steer axle was 3,260 lbs, the drive axle was 2820 lbs, trailer axle 20 lbs which equaled a gross weight of 6100 lbs. The GVWR per my owners manual states 7,000 lbs. The GCWR is 15,400 lbs. The TWR is 9,3000. I posted an incorrect weight of the classic in my prior post. The AS we are now considering is the 28 ft flying cloud with a GVWR of 7,600 lbs. According to my math I'm on the edge a bit. Am I correct? Any input is greatly appreciated.
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Old 09-18-2014, 11:26 PM   #39
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Tundra Tow vehicle - my observations.

I have a 2wd, 2013 Tundra double cab with the 4.6 engine and tow rating of 8200# It has tow package, tow mirrors etc. and payload of 1350# per door sticker. I tow a '77 Argosy 28' that weighs 4300# empty and 6000# loaded so I am comfortably under the tow rating. I bought the smaller engine since that was all I needed to tow my trailer and to get better mpg when not towing and have never regretted it. It has turned out to be a very well balanced rig.

I towed 3400 miles round trip to Gillette and averaged 11.5 mpg actual at the pump. I pulled up several 10% grades at 50 mpg in 3rd gear no sweat and ran 60-70 mph on most flat land at 1900 rpm in 5th or 2200 rpm in 4th, all of it in tow haul mode. The trailer has Michelin LT rated P radials, an old Eaz-lift hitch, 1000# bars and one friction sway control, It tracks perfectly even in cross winds or meeting semi's.

I have a friend with a 2012 with 5.7 pulling a SOB the same length and he gets 8.5 mpg. My experience with 4wd is you loose about 2 mpg all the time whether engaged or not, but, the 2wd Tundra handles really lousy on ice and snow.

I have previously owned Ford, Chevy and Dodge pickups and love the Toyota as a tow vehicle with the only negative being the fuel tank is only 26 gal. and it reads empty at 20 gal so gas stops are frequent. There is only one aftermarket in bed tank that is legal for gas and also a 42 gal. replacement tank is available but both are expensive. We just plan to stop every 200 miles or so to stretch our legs and use the restroom.

I seem to recall reading in some of the blogs that Toyota used a full gas tank and the first 150# of the driver in the base truck weight for payload but can't verify that. I also noticed that according to the Toyota sales brochures the 2014 4.6 towing capacity has been lowered to 6,500# but the 5.7 remains 10,200# so the larger engine is necessary for a newer Airstream of any size.
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Old 09-30-2014, 02:11 PM   #40
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Hi, We have just gone from a 25' FC to a 30'11" FC and tow with a 2008 IForce V8 Crew Max Cab Tundra. We bought from Colonial Airstream and ordered the ProPride Hitch. Amazing......we still don't know the Airstream is back there. Tows like a dream. John
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Old 10-04-2014, 11:05 PM   #41
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From what I've read the ProPride hitch head is 200lbs and then add the rest of the parts of this hitch, doesn't that take a big toll on the Tundra's payload?

Also, do all of you put the transmission in Tow/Haul mode. I normally don't but keep it in 5th gear, occasionaly in D if on long level roads.

My MPG, hand calculated, is 11 to 13 mpg at 60mph. 13 was achieved from Lafayette, LA to Mobile, AL, very flat. Most of my longer trips have been in the southeast. When my warning light comes on I can put in about 21 to 22 gals. 250 miles is my safe range at those mpgs but I usually start looking for gas when the level drops to 1/4. I tend to map out fuel stops the night before so I know whats coming up. Gasbuddy is very helpful for planning.

I thought about a larger tank but figured the extra weight would impact payload too much and like above the expense is prohibitive.

Kelvin
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