May go back to the 5.7

That's incredibly easy to verify or refute. We just need a couple of new trucks, fill them with gas and put them on a scale. Subtract that scale weight from the GVWR and compare to the stickers on the door.

I keep wishing some folks would do that to end the sandbagging speculation.

 

There are a few people on the forum who did just that and found that they have 250-300lb more room between curb weight and the GVWR on their door jamb, which translates directly to that much more available payload.

 

Anytime I get a new truck I take it to the landfill to throw something away…

I’m not just there to get an accurate weight check of it completely empty other than gas and driver or anything…


You should start a thread.
Have you weighed your truck on a scale?
Let everyone chime in their numbers.
You’ll get variance in gear and gas but it’ll be close ish.

 

My tow hooks are for someone to pull me out and not for pulling out others. I have a pintle for the rear for pulling someone else out.

 

I think a few people have in the payload thread and had more payload than the door sticker suggests. By like 250 lbs or something. Ill see if I can find the post.

My guess is if you have a fully loaded 1794 then maybe you would be close to the payload sticker, but if you have a minimally optioned SR, you might have quite a bit more than what the sticker says.

EDIT Here is the post:

https://www.tundras.com/threads/payload-stickers.99329/page-15#post-2686307

Here is a second one:

https://www.tundras.com/threads/payload-stickers.99329/page-14#post-2631189

 

That would be great if true. So they found their real payload was 200-300 more than the sticker? Did they submit their weight tickets?

 

Did that recently. Really the only way to know what your mods have subtracted from the door sticker capacity.

 

I had a recent discussion with another member that had a 3rd gen. And what you say is true. They just swallow what Toyota gave them because Toyota says so. Just like the smaller interior, no bumper step when the tailgate is down, bigger turning ratio, marginal mpg (since everyone harps on the 5.7mpg), still no dedicated trans cooler. Yes, the 3rd gen has its positive points but for being a complete redesign, I personally think they missed the mark. You are supposed to make it better than your previous gen, not cut corners. Even if the cab stayed the same size or the turning ratio stayed the same but don’t go backwards. I still remember the Toyota slogan “Toyota Moving Forward”

 

Just for clarity, are you referring to the turn ratio of the steering wheel or the turn radius of doing a u turn with the vehicle?

If turn radius got worse that’s pretty lame. I was actually impressed that the 2nd gens have a better turn radius than the 1st gen I owned.

 

See my post above, I added two links to the guys that actually weighed their trucks and both payload stickers were 250-300 lbs lower than they should have been.

 

As in U-turn. It increased by 2 feet from a quick search.

 

Im excited for this. Going to weigh my truck first change I get next week. We shall see.

 

Lame.

 

Turning diameter curb to curb increases by 4 feet, also.

 

Not the reason, but don’t know what I’m going to drive in 20 years haha. Not many options left for those who like simple and easy to work on, etc. If I wasn’t saving for our house build I’d be stock piling old vehicles to cycle through until I die haha.

 

My 2014 F150 Ecoboost is pretty easy to work on, even compared to my 1UR powered Lexus GX. That 1UR is a huge motor in a tiny engine bay.

But my 1995 4runner is on another level. I swapped the radiator in like 20 minutes. It would be a couple hour job in either of the other cars.

 

Sorry man. Toyota doesn’t want your business it seems.

 

Yes, but not after MY 2019 or 2020. They dropped the flex fuel option the same year they dropped the smaller V8.

 

They weighed their stock, empty trucks with a full tank of fuel and found that the number was 250-300 lb lower than (GVWR - door jamb payload)…meaning, they actually have that much more available payload. There are at least two forum members who did it. It’s in one of the recent bigger payload/towing threads. It appears Toyota is indeed erring on the side of caution to the extent that they’re significantly hamstringing at least some of their trucks’ carrying capability.

 

But its way easier just to grossly overload a Tundra than deal with the horrific unrealiability of a Superduty with a port injected, push rod, iron block V8 and solid, full floated axles.

Hopefully, you're picking up what I am putting down.

 

Meh, they'll still get more of my money when the wife trades her ES for another Lexus. It's 2 years old now and has almost 9k miles so on it's last leg. My next truck

 

My Tundra is probably 100 lbs over rated payload pulling my 6k lb camper and I don't consider that grossly overloaded. It would be nice to be able to throw a generator in the back and go for seconds on the buffet line though.

My problem with a heavy duty isn't reliability, it's just a PITA to drive the 95% of the time I'm not towing and to fit in my garage. But that's just me.

Fortunately a super duty isn't needed. Other brands make 1/2 tons that are easily in spec.

 

I'll look for it, pretty incredible they are that far off. My 2019 is almost right on the money to the sticker. I wonder if it's a 3rd gen thing?

 

I agree with everything, although I think a Superduty would fit in my garage as I already have a supercrew 6.5' bed F150 in there with about a foot to spare.

I will say that my 2014 F150 has had some flaws towing a 5500 lb GVWR Travel trailer. Mainly with cooling. The newer trucks(2018+ with max tow package) are better but not bulletproof. To be truly bulletproof a Mishimoto radiator upgrade and oil cooler seem to be the solution. My truck has a mishimoto radiator, CVF intercooler, Setrab oil cooler, and a bigger trans cooler and it seems to do ok now, but when it was completely stock it struggled on climbs here in Utah once it was over 80F outside. A few times when I was towing into a stout headwind on a 95-100F day it would have troubles with small rolling hills.

That is what attracts me to the Tundra. The cooling package on it seems to be more 3/4 ton than 1/2 ton.

 

If the Tundra payload is truly understated that could be a game changer. I'd love to drive a dealership SR5 DC 4x4 to the scales.

 

My 2021 is pretty close - maybe 200 lbs off. I weighed it empty but with a full tank of fuel and me in it. Weight was right around 6050lbs. Subtract me and you'd be at 5890lbs, which would leave me a payload of 1310. My sticker is around 1100 lbs if I remember right.

When I tow, my hitch weight is about 750 lbs. I have about 100 lbs of gear in the bed, about 500lbs of people in the cab, and sometimes our 80lb dog. That puts me at about 120lbs over payload when we leave, but luckily I burn fuel fast enough to get me under weight in no time.

 

I mean, that is significant when you only have 1100 lbs. Thats the difference between a 5000 lb trailer and 7000 lb trailer lol.

 

Thanks for this, it appears I may need to start whining about something else. I'm feeling a strong affinity for tow hooks and small grilles all of a sudden.

 

Looks like you upgraded your suspension (as per your signature) to the TRD Pro Fox. I am in a similar situation with a 2021 TRD Sport, love the truck but find the suspension a little too rough. Was your suspension upgrade worth it? Why? How is it different from your original suspension? Looking for answers before I can justify such a large expense upgrading the suspension.

 

no change in MPG?..........it's not the truck, it's you.