I still don't get the Hybrid advantage?

Air down for a road like that? No wonder you all's MPGs are in the Cr@pp3r.....

 

Gotta look cool rolling into town.... LOL

Brad

 

That's why I got a Tundra, and a hybrid at that.

 

This is my test next Spring when I finally get a chance to pull my travel trailer, 9000lbs up the Northeastern US corridor. The 5.7L Platinum had no issues up and down the entire East coast. Will see how the Hybrid Capstone does.

 

You will love it. I thought my 5.7 did well.....you just wait

 

The Tundra Hybrid has diesel-like torque & instant response. My friend has one... but, at the cost of consuming payload.
My 2024 Tundra (sans Hybrid) has plenty of power, better than my F150 3.5L Eco?Boost... but the payload I need for my camper over the Hybrid.

 

Ha, ya I’d like to hear what well crafted answer ole Sweers has to say about that one.

 

Yep, for me with Plat 4x4, the loss of 100lbs payload vs extra power/torque, minuscule.

 

Here's the actual link I used as reference:
https://towengine.com/2023-toyota-tundra-towing-capacity/

 

I weighed mine at a Cat Scale when I bought it last month with a full tank of gas, no 'add-ons' or me in the truck.
GVWR - 7230 lbs
Curb Weight - 5700 lbs
Payload (calculated) - 1530 lbs
Payload (sticker) - 1390 lbs
But that's another thread....

 

Don't see how your post relates to the topic of this thread... Hybrid advantage (comparison)

 

It's related because in my response (7 above) I stated (and digressed) that the hybrid has a lower payload than non-hybrid. Payload is more important to me than additional torque (hybrid). Then the thread went down the payload thread. Apparently you missed some of it.

 

Nope, didn't miss a thing. Have a good day.

 

no fully loaded top trim has much better though, and no, ford magic pixie dust payload doesnt count, HA

for real payload, need a bigger truck, 1/2 tons have reached the limits of the platform IMO

 

I have never gotten close to this MPG in my non hybrid. I have driven the hybrid and the power was very noticeable. The only reason I went standard gas is there was no 6.6 bed available with the hybrid.

 

That is correct, my local dealer had a 6.5' platinum and a dealer search only showed one other standard bed within 1000 miles and it was a base sr5. I am lucky to get 18 on the highway at best. Maybe I have to heavy of a foot.

 

There are a couple of 6.5 bed crewmax hybrids around in my area. They seem to be more available these days. Also and bunch of used ones too. I can't see paying over 80k CDN for one and over 90k for a Pro.

The advantage of the hybrid doesn't seem to be there. The limited payload goes straight to limiting the towing capacity overall. If you have a couple of passengers and a bit of gear, you might only have 800 to 1000 lbs of payload left over. If you are running a tongue weight on your trailer of greater then 10% of your trailer, then you need to keep the trailer GVW in around 7,000 lbs or less. The higher towing capacity really only applies to boats where you can be closer to 5% tongue weight.

The gas engine does a good job with most towing situations within the capacities of the truck.

 

Not sure why on a truck forum we are talking mpg so much. Weight = fuel burn. Trucks = hauling and towing weight.

 

Check the tables on page 2 that I posted. Your statement about limited payload due to HV is not correct. All comes down to what configuration of cab, bed and drivetrain you want. In some cases the HV is better in other the gas. If you want a 4x4 CrewMax the HV has the highest payload. Only way to do better with a gas version is to drop the 4x4 option and have only RWD.

The scenario you describe is pretty much true of all 1/2 ton trucks anyway.

 

It's amazing how people will still spout false information even when provided real facts. He's probably a "flat Earther" as well. Lol.

 

Thanks for checking, I don't have a hybrid and I expect that some of the actual door stickers, for example, that state 1305 lbs payload on a 1794 Hybrid 5.5' bed might lead me to this that Hybrid number is lower than my sticker saying 1390 lbs in my 6.5' bed Limited. I was strongly considering swapping to a hybrid earlier this year thinking that the advantage of using the hybrid drive in the city would pay for itself but it would cost me too much money to switch. I would never save that much gas to compensate for the 20k I would lose in the deal.

If I were to take 2 trucks that were basically the same (as your marketing table shows) and stick a 400 lbs hybrid motor with a battery into one of them, Just the increase in curb weight of the hybrid which will affect the components and should reduce the payload.

Sure you can play around with configurations but you are limited to Crewmax and Limited and above to get the hybrid option. The Double Cab's don't get the hybrid option.

The Capstone that I looked at has a door sticker saying 1300 lbs. We should be using the Hybrid GVW when calculating our carrying capacity which would give the gas units around 1800 to 1900 lbs. if the limiting factors are negated. Maybe that's where the 1940 lbs of payload, that Toyota was marketing, comes from?

Afterall, what other differences are there? Same suspension? Same Brakes? Same Frame? Same Wheels and Tires? Does more HP and Torque equal more payload? The hybrid being ~7% heavier than the gas?

If I read your marketing info stating that the 5.5' Limited Gas has a payload of 1740 and the same Hybrid version is 1605, does that mean the Hybrid payload is higher? Please help me understand what I'm missing?

Maybe the flat earth is all around us Time to put on the tinfoil hats. @BlueCrushSC16

 

Actually the Hybrid does not share all the same components with their equivalent gassers. One example is the rear axle. The HV has a larger diff than the gas. Suspension part also different. So you cannot just take a gas model and subtract the extra weight of the HV parts to get your payload. The rating for the HV is different. I can tell you my 4x4 HV Limited 6.5 has a sticker that says 1405.

The tables I posted I made from data in the owners manual that has been shown to match what is on the door stickers, not marketing data nor from the website. Outside of any post delivery options that may adjust your number (additional yellow sticker) this is what you should see on the door jamb. Bear in mind this was 2023 data, 2024 may be different.

Not sure where you are seeing 1740 payload for a 5.5 Limited and 1605 for the HV. Highest rating is 1580 for a gas double cab 2WD long box SR5. As I said you have to fully define the configuration to find the rating. Are the 5.5 gas and HV you are referring to CrewMax? 4x4? Makes a difference. Happy to help decipher but I think the data is pretty clear.

 

That is a useful chart! I expect that it took you a bit to collect all that data. I was looking at the other chart but I see that you only quoted it rather than originally posting it. Apologies for that mix up.

It is hard to tell if anyone is serious when posting on forums but in the case of using a different GVW to get a new payload was really only a joke out of frustration for the lack of payload in my truck.

I went from a dinky Honda Ridgeline with a payload of 1500 lbs. Then when the new Tundra appeared and with an advertised payload of 1940 lbs, I thought this would make sense to upgrade. When I ordered mine, there were none around so no door stickers to look at. When it finally arrived, this discovery hit us in the face!

We were talked out of the hybrid at the time based on the 18 month wait to get one! At that time the up charge was not very much like maybe $4k but none to be had.

I didn't know that the hybrid had a different rear axle. I wonder if the TRD OR shocks are different or maybe the springs?

Do you have a list of the other differences?

 

Yeah. Its crazy. The payload of these, and all 1/2 ton pickups for that matter, should be more than they are I think. Heck my Sienna has basically the same payload rating as my Tundra, which seems silly on the surface. I understand 8 passengers weighs a lot but a 5 seat truck with a bed and a hitch should surely be capable of more. The frustrating part for me is the restriction the payload puts on towing and how unrealistic the towing capacity ratings are. For example my Tundra as configured is rated for 11,040 lbs towing capacity and a max payload of 1,405 lbs. A properly loaded and balanced trailer will put 10~13% of that on the tongue. So at an average of 11.5% at the max towing load this is 1,270 lbs. Past 50% of the rated tongue weight you need to have weight distribution and those are heavy and go directly against payload. A WDH rated for that tow load weighs anywhere between 100 and 125 lbs. So the average of this (112 lbs) combined with the hitch weight is a total payload of 1,382. So for my truck that leaves only 23 lbs for anything else, including the driver! Makes no sense. Se basically the towing capacity is BS. Maybe theoretically it is possible but practically it is not. I realize it is basically for advertising anyway but it is still annoying.

 

Our trailer has a tongue weight of 500 lbs (based on my tongue scale) and my WDH weighs 135 lbs. I have about 200 lbs worth of add-ons and about 300 lbs of camping stuff in the bed. The Tundra does a good job with this and my 4,200 lbs trailer and it should. My 2019 Ridgeline did as good a job towing but the 6 speed transmission did the hunting thing on hills. So if I do the math, I have used up about 1150 of my 1390 leaving me with 240 lbs. I can't imagine how I could tow something bigger. I would need to bring a second vehicle to carry the passengers.

I see why there are many Tundra owners pulling big trailers and loading up the bed with a cord of fire wood, a boat and a quad. These trucks seem quite capable but where does that leave the owners if something happens?

 

Yeah, I've seen screenshots of some of the posts in the FB Tundra groups...guy in a Platinum crewmax pulling a 36-ft camper with rubbermaid totes in his bed. He's over GVWR and probably over the rear GAWR, too. Yet he never gets stopped because it's generally not regulated or enforced if you don't have DOT numbers on your truck.

People like half tons because they're the jack of all trades. They don't master anything–they're worse at off-roading and less efficient than smaller trucks and worse at towing or hauling weight than an HD rig–but they can be used in a pinch for most tasks. The problem is when you want to pull a camper with your entire family in the truck and gear in the bed. You run out of payload FAST.

I am a few hundred pounds over GVWR at times, and that's without even pulling anything. I'm not interested in a new truck, but I may be forced to go HD if we start pulling a camper out West.

 

So how much payload is consumed when pulling with a tow strap, a 10k lbs 1 Ton truck??? That, possibly, is the only time when you would use the total towing capacity of a Gen3 Tundra.

 

Here is what can happen when you exceed the Truck's limits.

 

I love these shots!

Are we looking at poor welding skills or someone loading their HD dually with too much stuff? I can't imagine the payload of these beasts would be surpassed by a camper??

I guess the actual weight of the campers wont be available.

 

Some of those campers’ mass is hanging well off the back of the truck behind the rear axle. Cantilever’d out there, if you will. Not good, even if the total weight of the camper is within payload.