TUNE AND MECHANICAL PART DIFFERENCES BY TRIM

We dont know this yet at all?

 

Where did the different diffs come from? I haven't seen anything like this and it's not like Toyota. Different thickness of roll bars but the diffs are the same.

 

Hybrid have bigger diff that’s all

https://youtu.be/8yyiO4zOKdY

 

They do? How did I miss that? Can you point to a source on it?

 

Watch the video, hybrid gets a reinforced diff housing to deal with the extra torque.

The other trucks are going to get the standard diff.

Dealers aren’t going to order a single SR trim Tundra just like they never ordered any of the 2nd Gen because they only sell 2 a year. So not sure why all the angst over a trim no one will buy.

At any rate modern turbo engines are stupid easy to get more power from. So regardless of the trim if you must have more and aren’t worried about blowing up your truck, a $700 ECU tune will make them all equal (aside from the iForceMax) assuming the same hardware. Want to blast the tires off with no regard for driveline longevity? Get a tune that adds more power and deletes the torque management in lower gears. Remember boys and girls: gasoline, tires, U joints, drive shafts, ring gears, pinion gears, and axles are all evil… and they deserve to be punished.

 

Wonder how long it will take til the ECU gets cracked and the 406hp is achieved by the non hybrid.

 

I want to know who gonna developed a bigger turbo kit, that little turbo is all low end. That’s why the 0-60 is so slow

 

My guess is 6 months to a year, and it will be more than just 409hp on offer.

 

I have to disagree, turbos are sized most likely about the same as the Ford, which is known to be quick.

Let the truck get into the hands of skilled technical drivers and I wouldn’t be surprised to see 0-60 times drop. At the end of the day the 0-60 times we all look at for the competition are just as unrealistic as the number some hot shoe tester will get in the new Tundra. Most of us don’t drive on prepared surfaces, brake torque before launch, or do other drag racing shenanigans during daily driving.

A better metric is looking at passing performance from a roll. What is the 30-50 MPH time? How about the 50-80 MPH time? Also useful is the 5-60 MPH time.

I suspect we are going to see a lot of torque limiting tuned into the stock ECU tune in low gears.

 

I’m not looking at manufacture time. I’m looking at the tfl truck on road 0-60 time. If the same guy is doing all the trucks, the time shouldn’t be off that much.

 

And their max torque is at 2400 rpm, so if their 0-60 time is that slow any other speed will be even slower

 

Maybe you could use a better working understanding of the relation of horsepower and torque. In case you have never been over it before.

All the number tells us is that peak rotational force is generated at 2400 RPM. That tells us nothing about what is happening before that or after that until our second data point at 5200 RPM where they give us peak power.

Peak power output is rated as crank horsepower so it is a function of rotational force applied over time. In this instance the formula is simple:

Horsepower = Torque X Revolutions Per Minute / 5252

So our data points supplied by Toyota or any other manufacturer don’t give us a very complete picture. At any point on the power curve we could calculate power or torque if we know the RPM and one of the other values.

Generally for acceleration purposes some of the fastest cars on the road use forced induction engines making peak torque as early as possible and maintain it through as much of the operating range as possible. Time to torque is also very important, he who can generate meaningful torque sooner usually will have quicker acceleration.

 

The same guy would need to do all the trucks on the same surface, under the same weather conditions, at the same elevation, with the same tires, with the exact same test protocol to get any meaningful comparative data. If as many variables as possible aren’t controlled the data is not significantly useful if the goal is to compare acceleration ability of two vehicles when considering the engines, transmissions, gearing etc alone.

 

Ya, they did the ecoboost in coronado, a mile above sea lvl and the tundra in Texas, what u think it’s gonna happened when they get a tundra in coronado, it will get faster in higher altitude…

 

Coronado is at sea level. At least the only Coronado I know of is.

 

Colorado spring where the Ike

 

All the American manufacturers have always made a lower power, lower capability work truck. Toyota is only following their example. I am willing to bet that the lower hp engine is made with cheaper parts, smaller turbo, something like that. This will make anything that increases the hp and torque a real problem that lower reliability.

 

Yes but it's an option for them not mandatory for the trim level which is the issue for me.

 

Well for one my Payload is 2K that sure seemed like a tangible reason to get an SR to me.
I also got o chrome from the factory which is exactly as much chrome as I like as well as the Column Shift and Regular Cab.
But since they no lomger make a traditional truck anyway.......

 

OK, what does a 0-60MPH run obtained at Coronado, CA (according to your post) have to do with a towing test conducted in Colorado mountains?

The Tundra is going to get killed on 0-60 compared to competitors trucks not due to lack of power, or getting to peak torque sooner (in fact that should help). The problem is all the other trucks have the ability to utilize 4 Auto in the transfer case, so they’re not nearly as traction limited as the Tundra. Which is why I’m more interested in 30-50 and 50-80 times, because starting from a dead stop maximum effort acceleration in 2 wheel drive is clearly (on video) blasting the tires off and not resulting in meaningful forward acceleration. Maximum throttle rolling starts from 30-50 or 50-80 are far less likely to break traction, and give a better idea of real world passing power anyway.

I also won’t be surprised to learn that the ECU is programmed to limit torque in 1st, 2nd, and maybe even 3rd gear to save the driveline from premature failure. Torque management is pretty common these days among all manufacturers, and Toyota is bound to be one of the most aggressive.

 

I think I have a better conversation with a brick wall...lol

 

Well a brick wall has roughly the same understanding of testing protocol, geography, and power outputs and their measurements as you do.

I can’t make you understand what is clearly beyond your grasp.

 

do we know yet witch trim/config will have the highest payload yet?

 

SR DC 2WD. 1940 payload, but only 8300 max towing. Cause the engine have less power

 

And probably other weaker parts like they did with the 4.6.

 

I’m guessing the SR is going to lack in other departments, such as cooling and that is maybe why it is being detuned.

Also, most SR’s become company trucks, so maybe they will see better reliability with those baby turbos. It’s probably because they change the waste gate settings.

 

any updates on this ? I need to know what all the part differences are for SR vs SR5 DC 4x4...

 

Same here? It makes little sense with no explanation why they would limit power in the SR which is not something that they have done in the past.
One reason that I hunted mine down is that it offered the highest payload and towing capacity of the other trims when it was offered but now????

 

But now the sr does not. The sr is the clown truck equivalent of the 4 cylinder tacoma. But it makes sense for the employer buying a company rig that’s not towing anything.

 

yes but you could get the sr taco in v6 they didnt make 4cyl mandatory for the whole trim level