Maximum Payload

I own a 24 SR5 crew max 4x4 (TSS off road appearance package). The sticker in the door states the maximum payload is 1,380 lbs. It also has a caution sticker stating that modifications to this vehicle have reduced the payload by 58lbs. Does any one know what about this vehicle has caused the payload to be so much less than the advertised rating?

 

"crew max 4x4 (TSS off road appearance package)"

 

Because you have 4wd, crew max and the off road appearance package. The trucks all have the same GVWR, the more weight you add on options the less payload available.

 

@txk131 it sucks but that is the nature of vehicle marketing now. It would be very very difficult to find a truck for sale that fit into that maximum payload advertised. But it would be a 2WD, regular cab long bed SR trim, and that still may not even be up to the max.

However, keep in mind we are talking about ½ ton trucks. half of a ton is 1000lbs. Your payload is 320lbs more enjoy the truck.

 

Every truck will be in this position. Not just your Tundra. It's all about configurations and weights.

 

It's because the marketing dept. wrote "Payload up to xxxx" and the engineering dept wrote the real payload numbers inside your door.

 

1380lbs minus the weight of you and all your passengers is the actual amount of “stuff” weight you can carry

 

Yeah its really disappointing for me just how low the numbers are on these Tundras. I'm picking up a 2024 next week and coming from a 2021 F-150 3.5 eco (basically same engine) and going from 1760 actual door sticker to 1300 on this Tundra...loosing 460lbs...that is huge. As soon as my wife and I climb in and hook up the camper we will already be over our payload with zero gear in bed .

Still looking forward to coming back to Toyota as I only picked up the 150 in 2022 as Tundras were shut down and not rolling off line. Was a Tacoma guy for 9 years prior to this and Forerunner for 5 before that.

 

The benefit to conservative numbers on the Tundra is that it performs extremely well right at (or even a few hundred lb above) its limits.

Use a WDH, and load up the camper, not the truck. If you have 1300 lb of payload*, and you and your wife are 300 lb of that, that leaves 1000 lb for tongue weight. Load your camper carefully; as long as its gross weight is under 8k, you can easily make it work with a weight distribution hitch. I would load an 8k lb trailer for 12% tongue weight (960 lb). Your 300 lb plus the 960 from the trailer tongue is 1260 lb, and with a WDH you can put some of that onto the front axle so your rear axle isn’t overloaded.

*your door jamb number is most likely lower than the actual difference between your curb weight and the GVWR of your truck. Go to a CAT scale with your bone stock truck with a full tank of gas. Weigh it with no one and nothing in it. Subtract that weight from GVWR, and you will likely find it is higher than the number on your door jamb.

 

Use a WDH, and load up the camper, not the truck. If you have 1300 lb of payload*, and you and your wife are 300 lb of that, that leaves 1000 lb for tongue weight. Load your camper carefully; as long as its gross weight is under 8k, you can easily make it work with a weight distribution hitch. I would load an 8k lb trailer for 12% tongue weight (960 lb). Your 300 lb plus the 960 from the trailer tongue is 1260 lb, and with a WDH you can put some of that onto the front axle so your rear axle isn’t overloaded.

*your door jamb number is most likely lower than the actual difference between your curb weight and the GVWR of your truck. Go to a CAT scale with your bone stock truck with a full tank of gas. Weigh it with no one and nothing in it. Subtract that weight from GVWR, and you will likely find it is higher than the number on your door jamb.[/QUOTE]


Yes, concur on a good WDH, currently using a Blue Oz and very pleased with how it performs. Good tip on your info below and will do exactly this and interested to see how the numbers differ.

I am curious to know why the two axles that are both rated at 4080 for a max of 8160 but do not match the GVWR of 7615, a difference of 545? Is this part of the engineer safety built in to add more than what they tell us? Does this mean I have SOME.....not ALL of that 545 to use towards my payload? Keep in mind I do not want to be anywhere near these numbers but the fact is I'm going to be over and just like to know what most consider to be reasonable.

 

The axles each have their own gross rating (GAWR). On my truck, they’re 4000/4150. That means if I could perfect distribute the load, I can weigh 8150 lb without overloading either axle. My GVWR is 7200 lb.

This is really the margin that everyone talks about regarding Toyota trucks. It’s printed on your door jamb. Toyota gives you this margin because of how your load might be distributed. You don’t want to be under GVWR with one of your axles overloaded.

I’ve posted this pic before. This, to me, is how one should tow a heavy trailer with a Tundra. I would have no problem with this in and around Tennessee. Driving mountain passes out West would probably be a different story.
Top right: truck only
Top left: truck and trailer NO wdh (notice he’s 500 lb over his rear axle rating)
Bottom left: truck and trailer WITH wdh.

This is a good example of what a properly dialed WDH can do for you. It took 600 lb off the rear axle, moving 220 lb to the trailer and 460 lb to the truck’s front axle. It appears the WDH itself weighs 80 lb.

He’s now within both of his truck’s axle ratings. If you look at his gross weight according to the last scale ticket, he’s 7440 lb. My truck would be 240 lb over GVWR but it would handle that trailer around here like a champ. Seeing how I want to be able to tow in all kinds of conditions and drag it out West, I would choose a smaller camper.

 

Thanks for the follow up on this