Payload Stickers?

That would MAYBE be possible. I would guess that it's more likely that one is Canadian (see the maple leaf) and one is not, and that it's something to do with bureaucratic regulations in labelling.

 

The rear axle has a higher rating, that's it. Likely you're comparing a '21 with a 10.5" ring gear to a '22 with a 9.5" ring gear. That's your 300lbs difference right there
Lemme guess, you're considering which is better for a slide-in camper.
Answer: Ford, Dodge, Chevy 2500. Tundra is not the answer, not nearly enough payload.

As I think @AzureNightmare is explaining, you should not be starting with the RAWR, you should be starting with the GVWR. Is your vehicle going to exceed the 7200lbs the vehicle is rated for?

 

Canadian vs US truck should not change the lbs/kgs ratings? I could substitute a US truck for Truck A.

No.

Truck A - is a 2018 and is my truck.
Truck B - is a 2022 Gen 3.

I have noticed that the rear axle on the Gen 3 is visually "smaller" than my trucks axle which looks like a beast in comparison.
I thought it was a You Tube illusion but the Mechanic on the Technical Review Video confirmed it.
Called the 2022 rear axle "4Runner" like and smaller.

Where I am going with this, personally I load a lot of stuff in the bed without any thought to weight.
Is the amount of "heavy items" going into the bed more of a consideration with the 2022 due to the smaller rear axle rating ?
Just the Axle factor consideration.

 

Not true. Different countries have different requirements and allowances for lots of stuff on vehicles. That's part of what makes importing a vehicle to the states so dumb. You have to change out components to things that meet the US standard, even if the other item may be a better design/function. Look at how headlights in Europe work vs in the US.

The same things apply to ratings. Look at how a Hilux is rated and used outside the States. They are doing things with those that we do with Tundras here, but the Hilux would be a midsize truck if it were in the States. You can have the exact same product rated differently in different countries because of their own individual ideas, notions, theories and standards. Nothing is standardized beyond national borders.

 

ok here is another sticker from a US truck Gen 2.5
its rear axle rating is the same as mine.
Hard to see.
RR Says 4150 lbs. 1882 kgs.

 

4runner and Tacoma have dinky housings and smaller ring gears. The new axle housing looks stout to me. Maybe Toyota overkilled it with the 10.5" housing in previous Tundra. It probably contributed to their poor fuel economy. Hopefully they have the new housing and gears sorted and proven.

Also, size isn't the whole picture, perhaps the material thickness is greater on the new housing

 

You can't really compare a 2.5 gen to a 3rd. Even with a lower axle rating the 3rd gen may be just as payload capable because of the lighter bed and other components. That's why I would refer you to the payload rating.

 

The 22 Tundra pumpkin is smaller but it’s bigger than a 4Runner/Tacoma axle (8.75”). 22 Tundra is only 1/4” smaller than F150 (9.5 vs 9.75). That doesn’t mean that it’s any less robust or durable. Plus as you know this truck isn’t GAWR limited.

 

You guys have answered my question. thx.

My personal view (opinion) is a pickup trucks uniqueness over other vehicles is "the Bed"
What is under that bed that represents the family Jewels. The Rear Axle.
You can change out the tires, the shocks, springs, other items.... you are not changing out the rear axle.
It is K - it is constant. It represents the pickup truck DNA.
I want a truck that has been designed with overkill engineering. In my opinion the 5.7 is in this same category.

Anyway. not to take this discussion sideways.
It does leave me wondering however
Name the parts of the 2022 3rd Gen that have been built with overkill?

 

The 2022 frame is finally tough. It is the true foundation of the vehicle, and you can't have a tough vehicle without a tough frame.

The 2nd gen frame bothers me, while not very weak, it's noodly and contributes to the jittery feeling of the vehicle, plus its overly susceptible to corrosion due to it's layered steel construction.

 

On what data do you base your assumptions?

Yes us Titan guys loved watching the Tundra bed wobble, but that doesn't mean it's weak. Most heavy duty rigs usually use open channel frames also. A little bit of flex isn't a bed thing.

 

this is a matter of opinion and you are entitled to yours.
Toyota engineers praised the superiority of the Open C design for years.
When loaded down there is no need for a locking diff with an Open C.
I have never needed one anyway.

Not a tundra but a picture is worth a thousand words

 

This thread is about 2022 Tundras.
If you think its only a matter of opinion, you're ignoring TOYOTA put fully boxed frames under 1996 4runner, 1998 LC 100, 2001 Sequoia, LC 200, LC 300 etc, they all have tough boxed frames for increased strength and rigidity which is required so windows don't pop out of the body.
The new TNGA-F platform sharing frame design between SUVs and pickups requires 2022 Tundra get the SUV frame.
But I am thankful for the new rigidity.

Can we get back to 2022 Tundra discussion?

 

sure and thank u for confirming that the 2022 Tundra is now an SUV frame.

 

5th gen 4Runner is a 8.2" along with the Lexus GX460, and later FJ Cruisers.

Unless you know axle shaft diameters and material, wheel bearing specs, and everything else, you are basing your assumption that the axle is weaker simply on the diameter of the gear. It tells you virtually nothing.

An F350 Powerstroke with ~950 ft-lbs of torque also uses a 10.5" ring gear. Doesn't mean I would wanna put a 2.5 gen Tundra axle under it and put 4000+ lbs in the bed or try to tow a 30000 lb trailer.

Ford and GM have both run 9.5 - 9.75" axles for forever. I don't know much about the GM axles, but I know the Ford 9.75 is extremely stout. They live behind 800+ hp supercharged 5.0's, under the raptor, and under the heavy duty payload package trucks with 4800 lb RAWR's. You'd be hard pressed to find failed 9.75's unless they were subjected to extreme abuse. Even Ford's 8.8" axle holds up really well as that is whats under a lot of 5.0 trucks and also used in Mustangs in IRS form.

If you watch the TFL video with Mike Sweers, he explains exactly why they went fully boxed.

The common denominator between all the vehicles you listed is a 5 linked suspension with coil springs. The reason they use boxed frames is because the linked suspension is far better for controlling bumps and vibrations. Additionally, they articulate really well and so the frame doesnt have to.

Basically, he said the open frame was used with leafs because leafs transmit a ton of vibrations and they needed the frame to dampen that. My fully boxed F150 exhibits this. It "wiggles" after hitting bumps with the rear. You feel a shimmy though the frame. Better shocks helped but it is still there.

 

Oh hai, new member. Geez, such drama! I'm looking at a 4x4 Limited Double Cab w/off-road package and ended up here. Comparing to a 2021 F150 Lariat that I can pick up right now and initially the difference in payload looks drastic. But here's the corresponding thread to this one from an F150 forum for the 2021 Lariat. Check out the very first post and the first pair of images (door sticker & window sticker):

https://www.f150gen14.com/forum/threads/photos-of-2021-f-150-lariat-payload-stickers.804/

With the exception of the CrewCab instead of the SuperCrew (Ford's equivalent of the Toyota Double cab) that 150 Lariat is more or less a decently-optioned 2022 Tundra 4x4 Limited. If you go look at Ford's "base" specs for payload for the 4x4 145" WB SuperCrew with the 3.5L Ecoboost (https://media.ford.com/content/dam/...2021/f150/pdfs/2021-F-150-Technical-Specs.pdf) you get 2100 lbs. Holy moly that's sweet, sign me up!

But the door sticker is: 1505 lbs.

Seems to me like what's going on is people are comparing the real-life (i.e. door stickers) of the Tundras to the manufacturer website payloads of other manufacturers and getting all excited, when in reality they're pretty close in how they end up in real life for comparably-equipped vehicles. What am I missing?

 

That Lariat you linked to with 1505lbs door sticker was loaded to the hilt, it has:
-Lariat package,
-Power running boards,
-Twin panel moonroof,
-FX4 offroad with locker and skids,
-power tailgate,
-tailgate step,
-larger 36 gal tank (+4 gallons),
-spray in bed liner.

A somewhat comparable 1794 is around 1270lbs payload without as many accessories and 25lbs less fuel. That is ~16% less payload.
As I posted above, a stripped base SR5 CrewMax 4x4 with manual fabric seats was at my dealer with sticker of 1395lbs -30lbs=1365lbs while having a higher (than that F-150) 7200lbs GVWR.
I'll be ecstatic if my 22 SR5 CrewMax 6.5' comes in weighing less what Toyota claims, meaning it actually has a higher payload than the sticker, but I am doubtful of that.



Ford at least broke payload up between 4x2 and 4x4 in their specs. Toyota Build & Price details report 4x2 maximum payload.

 

I've read the whole thread again and want to address what you said here, I really appreciate your reasonable posts. You're an F-150 owner, correct? How is the ride with your fully boxed bad ass F-150 frame and leaf springs? Not bad at all right?

That is because Ford makes awesome chassis's, AND they know how to make tough tension-style shackle hangers for leaf springs, Toyota didn't on 2000-2006 Tundra or 2005-2022 Tacoma. Leaf springs are great technology and have stood the test of 100+ years of automotive use.

Leaf springs actually dampen force and bumps, coil springs do not. On medium duty vocational trucks, which I used to spec for order, they came without shocks up front standard, shocks were a $100 option.

As it already has been said in this thread by others, Mike Sweers is an idiot. His reason for the fully boxed frame was a load of garbage. It is simply because a boxed frame of the same height doesn't wiggle and jitter and lets the suspension do it job, and the passengers don't get jostled around like you do in a 2nd gen Tundra with it's flexy frame. The 2022 delivers a better ride, compliance and confident feeling truck, just like your F-150.

 

I’m going to argue that F150’s ride is not that confident. I’ve driven a couple of the newer aluminum body trucks and the ride is definitely compliant but on uneven surfaces the whole body shakes and there’s a lot of side to side movement. I’ve towed with one too and it’s not confident at all, lots of sway even with WDH.

Anyway, has anyone weighed their truck yet and compared sticker payload to GVWR-measured weight?

 

Some interesting discussion here.

Ford HD truck axles aren't anything to write home about. Recently there've been TSBs/recalls on those rear axles because they're so weak that the axle tubes can literally fold like a taco and leak axle fluid at the leaf spring perch. I've never seen that before in my life until I saw pictures of F-250s on the racks at dealerships.

Fully boxed frames DO result in harmonics and terrible ride quality. The F-150 was notorious for this after the 2004 redesign. The Silverado has also had lots of complaints about this. If you get behind a F-150 on the highway you can literally watch the tail lights and bed rails oscillating as the truck goes down the road. Some level of flexibility is a good thing, which is why Toyota must have used the rear C-channel for the Tundra. C-channel isn't necessarily too weak. Large commercial trucks use C-channel frames.

Coil spring rear suspension doesn't ride better on half-ton pickups. I've had ALL the brands, and my Ram and Jeep pickups with rear coils haven't provided any improvement in ride softness or compliance whatsoever over leaf springs. I actually prefer leafs because they seem to support weight better in my experience.

 

F250’s with the 6.2 or 7.3L come with a different axle and transmission I believe than an F250 diesel or any F350. Maybe thats part of it.

we all know F250’s are just a way to skirt taxes and fees. People buy them and overload the crap out of the because superduty. How many times have you seen an F250 platinum rolling down the freeway with some triple axle toy hauler that belongs behind an F350 dually minimum? I see it ALL the time. And they are usually doing 80 mph. They pass me with my dinky 5500 lb travel trailer and I have my cruise set to 70.

 

no, F150’s completely suck stock. I don’t know what Ford’s deal is but the shock tuning is horrfic, especially in the rear.

A cheap set of Bilstein 5100’s is night and day better

I never towed with mine before the Bilsteins, but mine is an absolute rock towing. Ive towed my travel trailer in 35 mph cross winds in Wyoming. I could literally see the trailer dog walking behind me and had the cruise set to 70. It an old steel body though and weighs 6200 lbs empty with a 157” wheelbase. It one reason I like the new Tundra. Its big and heavy.

 

The debate is not if the trucks are comparable, its if the Tundra stickers are even right.

Ford calculates the payload sticker for each individual truck based on its specific options. That 1505 lbs is likely very close to the actual payload the truck has.

Toyota is just pulling the payload numbers for the tundra right out of a manual.

And btw, andre’s crewmax 4x4 limited is 1400 lbs

 

I have a f150 xlt crewmax 3.5 ecoboost max tow, fx4 that has a payload sticker of 1830. Comparable sr5 TRD OR is about 1450.

 

Here's actual weight on a 4x4 SR5 DC 6.5' with only 1/4 tank of fuel (32.2 gal) so it was missing about 24gal/160lbs of fuel. No one is in the truck. This is not my truck, stopped at a scale while test driving.
Options include Softex seats, 14" display, tonneau cover, spray in bedliner.

1500lb - 96lb = 1404 payload sticker rating.
GVWR = 7265lbs
Curb weight with full tank should be 5440+160lbs = ~5600lbs full of fuel
7265 - 5600lbs = actual payload of ~1665lbs as equipped

Full weight w/ 1/4 tank (~5440lbs):

Front axle weight only:
~Front 3120lbs/~Rear2320lbs




Right on 1/4 tank of fuel

Truck drives nice, pretty quick, it feels like you're going slower than you are actually going, really easy to speed. Rear can jitter around a bit over harsh bumps or when 1 rear wheel hits a pot hole or something. Pretty confident feeling, handles very well. Softex seats are nice, glad the allotted Tundra I put a deposit on has Softex. I didn't like the cloth when I sat in another SR5 (cloth is what I thought I wanted).

 

So the payload sticker is only like 18% off the mark

3120 on the front axle is pretty light actually. My F150 is 3440 on the front stock. Although, this truck is about 700 lbs lighter so I guess not.

 

Thank you for weighing the truck. I don't know if it was full fuel and I can't tell if you are in the truck, but this confirmed that Toyota's math on the door placard is all wrong. I calculate the payload of your truck as around 1825 lbs (depending on the fuel and any passengers) not the placard 1500 lbs. It is certainly in the ballpark of the advertised payloads. The math here is GVWR 7265 - Curb weight 5440 which gives us the 1825.

 

He stated that he had 1/4 tank of fuel, so it appears that the actual payload is likely closer to 1,660 lbs. Although this is still above what the sticker says.

 

Don't you have a SuperCrew? This is a DC Tundra

1/4 tank of fuel (I wasn't putting $100 in gas in it just so it was full)
I was not in the truck, just the truck weight with options

 

I saw the curb weight of the DC SR5 in a couple of publications as 5490 without any add on packages. With as estimated curb weight on this truck with full fuel around 5584 lbs. The truck only gained 94 lbs with an extra 10 gals of gas, the tonneau cover, et al, so the original estimates that are published seem to be pretty good. The lesson is weigh the truck to really find out if you think it matters. The door placard is probably not right.