OK, I'm gonna go ahead right now and blatantly thread-jack without remorse. I have been mulling this over for a while now, and your question brings up a bigger issue....
Who, what, where determines the payload class of a vehicle?
Because........
A TON is 2000 lbs.
The lowest payload capacity of the Tundras is 1,590 lbs.
1,590 / 2000 = .795
That rounds to .79 which is well over 3/4 TON.
So why is the Tundra a 1/2 TON truck if it's payload is above the 3/4 TON mark for the least capable option package?
I would have gone in to Dodge below, but the way you look up their payloads is gay. You have to look them up model by model. No list breaking them all down for easy reference. Figures.
I bring this up because my 1/2 ton Tundra has the same payload capacity of my buddys 3/4 Dodge. (40 lbs less to be exact, but what's 40 lbs when we are talking in TONS?)
Come on. I know there are some self proclaimed automotive industry experts out there that can explain this.
No Tundra on the road is rated at less than 3/4 TON as far as my math goes...
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Originally Posted by kevynb
Oh by the way the Toyota Supra Twin supercharged will kill any slomaro! There is your Toyota
each manufacturer rates their trucks differently. some are conservative, others arent. the only way to truly know is to see the truck in action performing a job. for example, i know my truck is not rated for a 2000 pound payload, but i did it, and it handled it like a champ. had some sag, but it only sagged enough so that my truck didnt have that stock nosedive look that most pickups have- it leveled out.
The whole idea of "tonnage" dates back to WWII Army contract specifications, and earlier. It has ZERO meaning today. GVWR and EPA emissions classes are what really count. Unfortunately, that means that if you are buying a truck to haul a certain load, you have to study brochures or websites to find the rated payloads.
Back in the 1980's Toyota marketed a "3/4 ton" and even a "One Ton" that were still compact trucks. Those probably only had close to 1500 or 2000lb payloads.
Some of this started when the EPA decided in the late 1970's or early 1980's that too many pickup trucks were being used for personal transportation, yet the "cutoff" for passenger car emissions standards was 6000lb GVWR. A traditional "half ton" pickup had a 5600lb GVWR. So, the F-100 became the F-150, C-10 became "Heavy Half" and eventually "1500" along with Dodge D-100 also beoming a "1500". These were 6100 GVWR or so. Once the EPA figured this out, they rasied the bar to 8500lb. So, the traditonal 7500 GVWR "3/4 ton" truck became a "SuperDuty" or HD model at 8600lbs.
GM has a confusing model designation of 1500HD for one model and Ford has an F-150 "Payload Package", at 7700 GVWR that replaced the "light duty" F-250.
My main rant with all of them, and the new Tundra in particular, is that curb, or unladen, wieghts continue to climb, year after year, despite higher fuel costs. The new Tundra tips the scales about 600lb higher than last year with NO INCREASE IN PAYLOAD! Personally, I dont give a rip about increased towing capacity, as I and the vast majority of owners do not tow. The marketing "bragging rights" focused on that one issue is absurd. Rant over.
its not absurd when people actually use their truck as a truck. the more choices the better. the specific you can be about what truck you need the better. you have to remember to, the new tundra is much larger than the old.
Thats my point. I do use a truck as a truck, to carry payload. Towing is not the main use of a truck for the majority of owners. Passenger cars used to do almost all the recreational towing, but that was when a Dodge sedan or wagon had powertrain options of higher output than was available in a Dodge Pickup.
It is much bigger how? Not in payload. I can carry the same cargo, size and weight in my 2005 as I could in a 2007.
It is much bigger how? Not in payload. I can carry the same cargo, size and weight in my 2005 as I could in a 2007.
i meant in overall size of the truck. dimensions (not carrying capacities). but youre right, that shouldnt make a difference. even though its larger, that additional size should mean parts are more stout- allowing for larger payloads and towing capabilities.
^^ Doesn't look too bad to me...it's not the 8" of clearance between the tire and top of the wheel well when unloaded, but hey, "sag" is always prevalent when hauling!
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2011 Fit Sport 5MT
2011 Pilot EX-L AWD
2008 Goldwing Navi
i care about tow ability...i am looking to buy one b/c it SUPPOSEDLY tows really well....and i am tired of my F150 S-crew....i tow a built rock crawler/jeep ~12 times a year....
The title of this thread is Payload, not Towing. Again, the majority of us dont tow and if we do, its light duty towing at that. I have pulled two-axle utility trailers (carrying a Chevy truck cab once and a set of crated airplane wings the other time) with my 2005 effortlessly. My argument again is that too much effort has been put into towing ability and not enough into payload.
If you look at the construction of the rear springs it explains a lot about the sag. Toyota has chosen to use a thin stack of main leafs, probably for a soft ride when unloaded, and a very thick overload leaf to safely carry the maximum rated load. There is nothing wrong with what they did, it just looks wrong to some people.
Forget the numbers, load'em up till you're close to the bump stops. So what if you're over the stupid payload numbers. The avg 1500lbs payload means squat. Who has time to sit everybody in the truck then subtract that weight from the GVWR, then say ok, I only have this much payload left. common, get real, people that hauls alot just loads them up near the stops and go. Manufactures put low numbers to protect their ass, not your payload. Ever look up the GVWR of every model tundra, from reg cab to crew max. Notice the different GVWR. What determine the numbers. After all they are basically the same other than wheelbase.
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