2022 Tundra vs 2022 F-150 opinion?

Well given I canceled my tundra and lost my lightning. I think I’ll get dicked out of the sequoia . Just being prepared

 

I carry 2000# of smoker pellets across town in my Tacoma twice a year.

 

I am waiting to hear back on counteroffer for lime rush 4Runner lol

 

your nuts man, lol. I’ve never seen anyone ordering so many vehicles at once

you must have some time to deal with all that shit

 

Sounds like you pretty much know what you want. Tundra/F150/Tundra/F150/Tundra/F150/Tundra/Sequoia/Tundra/F150/Sequoia/Telluride/4 Runner lol. Makes me dizzy lol. Hope u end up w/something (soon)

 

$10 says he ends up with a Chevy Spark. Teehee.

 

had tundra, have f150 but the new tundra the more I see I finally canceled. the 4runner would be solely to resell. People are flipping them for huge money. And I think the sequoia is going to be 80k- that ain't worth it

 

I'll never buy a GM again. 1 buyback and 2 with big issues later. GM is always going to be trash to me,.

 

The first GM thing I owned (1994 Saturn SL2) ran like a top; but the S10 I had later was crap.

But yeah I know what you mean.

 

I have a soft spot for SL2's. My good friend had one growing up and man that thing was fun. It had some serious pep to it.

 

It did - it only had like 130HP but for what it was, it was plenty fun. I drove the sh*t out of it, put a system in it, etc. If they still made Saturns today I'd buy one in a heartbeat for just tooling around in.

 

I like you compared the F-150 and I-Force Max and today placed my order for the F-150. Here are most of my reasons.
https://www.tundras.com/threads/been-wanting-a-tundra-i-force-max-but-going-with-the-f-150.103525/

 

He put an HKS exhaust on it and had green neons. Oh man what brings back the memories lol

 

My brother walked into a GM dealership and walked out with a high end truck (SLT) with 1700 lbs of payload. Could have been 1900 if he'd gotten one with the max trailering package.

 

I think my F150 Platinum 5.0 4x4 SCrew was in the 1600s for payload.

I had a few loads of soil and sand probably around the limit, but who knows.

Also had the family of 4, dog, loaded with luggage, supplies, cooler, and towing a 19ft bowrider. Seemed to do just fine...except for the oil pressure warning that came on that trip and lead to a replacement engine...but I digress...What I'm getting at is that I never checked the payload number on the F150 once until after I put a deposit on my Tundra and wanted to compare because of all the outrage online. I intend to use my new Tundra in the same ways and I'm sure it will handle just fine.

 

I don't care a damn what the door sticker says. I've never had a rear axle fail on many Toyotas. I load them up close to the factory rear bumpstops and then beef up the rear suspension if that will be a constant load.

This '22 Tundra has progressive rate rear coils. I'm very impressed how it handles loads with stock springs. Aftermarket will have plenty of HD coilsprings soon.

 

Is it true that the non-hybrid truck has a slightly lighter axle than the 5.7 had?

I'm not a Tundra expert, but I heard it mentioned that the Gen 2 smaller V8 had a lighter axle, and that's what the Gen 3 non-hybrid axle is based on.

 

If it saved Toyota a dollar, you can bet they put the lighter axle in.

 

I've seen it mentioned the 2022 has a lower GAWR in the rear compared to a 2021. That's the limit of my knowledge. I think the Car Care Nut guy said it appears to be physically smaller.

 

The beefier axle most likely would shrug off loads over the door jamb sticker. I remember the first time I looked under a Tundra 5.7 the rear axle looked like it belongs on a 3/4 ton, I have a Titan and it's the same axle as a Frontier....so yeah I was impressed.

Just something to think about when being so sure you can load over the door jamb sticker. I'm sure you'll be ok, but just remember it likely is a lighter axle, and it also needs to deal with extra power. It's not as overbuilt as the 5.7 was.

 

Lighter how? The size of the “pumpkin” area?

Makes sense if any of you think about it. You don’t need a 10.5” diameter ring gear to accomplish a 3.31:1 rear differential ratio. If the ring gear teeth are identical in size and strength you simply do not need 10.5” of diameter to accommodate them.

The 2nd Gen Tundra has a “large” rear axle because of the need to house a 10.5” ring gear for a 4.30:1 rear end with strong good sized teeth on the ring gear. The 3rd Gen has no need for that size ring gear due to using a 3.31:1 gear.

I’m not sure why people think the larger pumpkin, fabricated from equal thickness material as a smaller pumpkin is somehow going to be “stronger”. Same for a ring gear, the strength of the gear isn’t dependent on diameter given the same material specifications and gear tooth dimensions.

 

Well, now I want to know, what's the largest gear ratio that could be fit in this new pumpkin? Put some bigger tires on and that 3.31 is going to feel pretty tall I imagine. Or do larger gear ratios also come in smaller diameter rings?

 

So, I'm just repeating what was said elsewhere, and I made that clear. As others have also added, the axle rating is also lower, not just visually smaller. Also, I never implied anything about pumpkin size. The entirety of a 5.7 axle looks beefier.

As for axle ratio/pumpkin/ring size..... I'm no expert. The Dana axle used on my Titan supports both 2.73 and 3.69 ring gears in the same pumpkin. I'm going to guess that messing with ring and pinion ratios could allow most common gearings into most common pumpkins. Again, not expert, just presuming

 

Yeah you can do a higher ratio on a smaller ring. Look at the 4.88:1 and 5.29:1 sets available for the 2nd Gen 10.5” ring gear. Usually these will be both a modified spec on the ring gear and pinion gear to achieve the desired ratio. The higher you go in “x” amount of space the smaller your helical gear teeth get though.

As for what is possible on the new rear ring gear I don’t know. I’m not even sure anyone has measured one yet. It’s probably about a 9” if I had to guess, and God knows people have made some pretty steep ratio sets for the ubiquitous Ford 9” rear end.

 

Good luck with that.

 

Wasn’t saying you specifically had implied anything. You’re usually quite measured and careful with your wording. There are plenty of guys who are still on the “hurr durr smaller axle on the outside means it’s weak and muh 5.7 axle wheel super truck can pull the whole Earth cause it’s 10.5” BIG!” kick. Which makes no sense at all when boiled down and ridiculed.

Aside from the pumpkin, I would be curious to measure other areas on both axles since they’re both sheet steel construction with welded joints. Assuming similar or identical material alloy and thickness I would venture a guess strength is likely quite similar. A simple explanation for trimmer dimensions of the new axle say at the outside length of the axle shaft housing at the wheel hubs, could be directly due to the size of the differential housing. Assuming the sheet steel is stamped in multiple pieces and welded up, there may be a practical limit to how much curvature is possible, economical, or advisable to press into the sheet. So if the differential housing is larger, the material properties may dictate for ease of manufacturing that the axle ends are a bit larger as well.

 

I think higher numeric gears are actually smaller in physical size.

 

Texas Motor Vehicles got me my Lighting back.

 

Yes, the Hybrid models have a 10.5" rear axle and non-hybrids are about an inch smaller.

Higher payloads with a stiff leaf spring suspension make it drive "like a truck". Anyone that has driven a 3/4-1ton truck unloaded, knows how rough of a ride it is and feels every bump in the road. Most people driving 1/2 tons aren't towing or fully loaded the majority of the time.
If you want more payload, then swap out to stiffer coils, which will change the driving experience.
If you want a smoother ride, use softer coils with shocks that don't fade(heat up) as easily with remote reservoirs.