Toyota Tundra Trucks Now Available


TUNDRA REGULAR CABS
Toyota Tundra Regular Cab Long Bed 4.0L V6
Toyota Tundra Regular Cab Long Bed 4.7L V8
Toyota Tundra Regular Cab Long Bed 5.7L V8


TUNDRA DOUBLE CABS
Toyota Tundra Double Cab SR5 4.7L V8
Toyota Tundra Double Cab SR5 5.7L V8
Toyota Tundra Double Cab SR5 Long Bed 5.7L V8
Toyota Tundra Double Cab Limited 5.7L V8


TUNDRA CREW MAX
Toyota Tundra Crew Max SR5 5.7L V8
Toyota Tundra Crew Max Limited 5.7L V8



Full Size Pick-up Truck Competitive Comparisons

	Toyota Tundra Ltd CrewMax	Chevrolet Silverado Classic 1500 CrewCab 3LT Short Bed	Dodge Ram Laramie Quad Cab Short Bed	Ford F-150 Styleside Lariat SuperCrew Short Bed	Nissan Titan LE Crew Cab
Horsepower @ RPM	381 @ 5,600	295 @ 5,200	345 @ 5,000	300 @ 5,000	317 @ 5,200
Torque, lb-ft @ RPM	401 @ 3,600	335 @ 4,000	375 @ 4,000	365 @ 3,750	385 @ 3,400
Fuel Economy EPA city/hwy	16/20	16/20	15/19	14/19	14/18
Ground Clearance (in)	10.0	8.1	8.1	8.2	9.9
Payload (lbs)	1,660	1,913	1,450	1,780	1,325
GVWR (lbs)	7,000	6,900	6,650	7,050	6,422
Max Towing Capacity (lbs)	10,400	10,100	8,600	9,500	9,200

4WD	An automotive drive system in which mechanical power is transmitted from the drive shaft to all four wheels.
Rear Differential	The differential is a device that splits the engine torque two ways, allowing each output to spin at a different speed.
Vehicle Stability Control	A stability control system that uses several sensors to detect a loss of traction in your vehicle, then works with the antilock brake system to apply individual brakes to help keep the vehicle on its intended path.
Limited Slip Differential (LSD)	A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity. The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely—the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use, such as driving in mud, off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
Variable Valve Timing w/ Intelligence (VVTi)	VVT-i, introduced in 1996, varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt, scissor-gear or chain) and intake camshaft. Engine oil pressure is applied to an actuator to adjust the camshaft position. In 1998, "Dual" VVT-i (adjusts both intake and exhaust camshafts) was first introduced in the RS200 Altezza's 3S-GE engine. Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5L 2GR-FE V6. This engine can be found in the Avalon, RAV4, and Camry in the US, the Aurion in Australia, and various models in Japan, including the Estima. Dual VVT-i is also used in the Toyota Corolla (1,6 dual VVT-i 124bhp). Other Dual VVT-i engines include the upcoming 1.8L 2ZR-FE I4, which will see implementation in Toyota's next generation of compact vehicles. By adjusting the valve timing, engine start and stop occur virtually unnoticeable at minimum compression, and fast heating of the catalytic converter to its light-off temperature is possible, thereby reducing HC emissions considerably.
Toyota Racing Development (TRD)	Toyota Racing Development or TRD is the in-house tuning shop for all Toyota, Lexus, and Scion cars. TRD is responsible both for improving street cars for more performance and supporting Toyota's racing interests around the world. TRD produces various tuning products and accessories, including performance suspension components, superchargers, and wheels. TRD parts are available through Toyota dealers, and are also available as accessories on brand-new Toyotas and Scions. TRD is similar to other in-house tuning shops, such as Nismo (Nissan), Mazdaspeed (Mazda), Ralliart (Mitsubishi), STi (Subaru), Audi "RS" models, Mercedes' AMG division, or BMW "M" models. There are currently two official branches of TRD: TRD Japan (aka Toyota Technocraft) and TRD USA. Toyota Team Europe (TTE) evolved into the Toyota Formula One Team (also known as Panasonic Toyota Racing) and is not under the control of TRD. TTE is a completely separate entity, and is responsible for the Formula One team. TRD Japan's Race Division concentrates on the All Japan Grand Touring Car Championship Series (JGTC), All Japan F3 Championship Series, ESSO Formula Toyota Series, and Netz Cup races (Altezza Series and Vitz Series). TRD USA's Race Division concentrates on Championship Off Road Racing (CORR), NASCAR Craftsman Truck Series, Grand-Am Cup Sports Touring, National Hot Rod Association (NHRA) Import Drags, and starting in 2007, NASCAR Sprint Cup and Nationwide Series. Former concentrations include the Baja 1000, IMSA, and CART's Championship World Series (from 1996–2002) and Toyota Atlantic Series (from 1990–2005), and most recently the Indy Racing League (from 2003–2005). Toyota Team Europe, now the Toyota Formula One Team, concentrates on Formula One World Championship Racing (F1). Former concentrations include the World Rally Championship (WRC) with the famous Toyota Celica GT-Four and rally versions of the Toyota Corolla, as well as two attempts (in 1998 and 1999) at the 24 Hours of Le Mans with the GT-One. Toyota Australia will introduce the TRD division in Australia in either the second or the third quarter of 2007 with the first vehicle being the supercharged Toyota Aurion V6[1], then followed by a high-performance variant of the 4WD Toyota Hilux[2] According to Toyota Australia, there will not be a high-performance version of the Toyota Corolla being sold under TRD despite its popularity, instead the third model is likely to be a Toyota RAV4. TRD is aimed to compete with local in-house tuning shops Holden Special Vehicles (HSV) and Ford Performance Vehicles (FPV).
Towing Capacity	Towing capacity is a measure describing the upper limit to the weight of a trailer a vehicle can tow. In the United States, towing capacity is expressed in pounds, while many other express in kilograms. Some countries demand that trucks and buses have the maximum trailer weight and eventually maximum trailer length signed close to the coupling device, while this is rare with smaller cars or pickup trucks.
Payload	That portion of a greater whole which is distinct from the packaging required to transport it. The payload is thus the part of an object which is intended to generate some form of gain - in the simplest case, payment.  Payload may refer to: Cargo, goods or produce being delivered or transported.
Lift Kit	A lift kit is an aftermarket vehicle modification that lifts either the suspension or the body to give the vehicle a higher profile. Once a lift kit is installed, the wheel wells ride higher, allowing taller tires to be installed. Some new 4x4 trucks and SUVs come with moderate lift kits already installed. There are two types of lift kits: body lifts and suspension lifts. Each has its advantages and disadvantages. The body lift kit is a one, two or three inch lift kit that only lifts the body from the frame. This inexpensive kit consists of blocks or spacers. A body lift does not increase ground clearance. However, it does allow for taller tires to be installed because it increases the height of the wheel wells. Depending on the model of vehicle and the height of the body lift kit, additional money might have to be invested in raising the bumpers, extending the gearshift through the floorboard of the vehicle and making other modifications to accommodate the body lift. Although a body lift causes a vehicle to sit higher, it does not alter or improve suspension, or increase travel. In general, it is therefore not considered the lift of choice by offroaders. A suspension lift kit raises the suspension of the vehicle by replacing front and rear leaf springs and shocks. It improves clearance between the axles and ground and creates greater travel. Articulation should improve with a good suspension lift kit, but because the steering geometry is affected, some people choose to add steering stabilizers. A suspension lift kit is more expensive than a body lift, but produces better results in terms of height, handling and ground clearance. Suspension lift kits are usually 4-inch (10.16 cm) or 6-inch (15.24 cm)lift kits. There are lift kits as high as 18 inches (45.72 cm), but extreme lifts drastically compromise safe handling, look odd to most people, and are not commonly installed except for showcase or hobbyist cars. If considering a lift kit over 4 inches, remember that the higher you raise the vehicle's center of gravity, the less stable it will become when making sharp turns at high speeds. This can happen in a split second, such as to avoid an accident or oncoming debris, or for any number of reasons. The jerk of the wheel might not be a problem for stock suspension or even a 4-inch lift, but at 6 inches or higher, more caution must be taken. The vehicle might also have a tendency to lean more in banked turns such as freeway interchanges and offramps, so it is important to refamiliarize yourself with the feel of the truck, SUV or jeep after installing a lift kit. If your main objective in installing a lift kit is to get taller tires that are at least two sizes larger than stock, your speedometer and odometer will both be off unless the rear end is re-geared to account for the new tires' circumference. There are many gear ratio charts available online where you can get an idea for what type of gearing you'll need. Just enter your stock tire size and stock gear ratio. This information is often included on the metal plate located in a door jam or by the engine. Sometimes it is encoded in the vehicle identification number (VIN). Re-gearing will also keep the mileage as close to stock as possible. If you are only going up one tire size, you may be able to get away without re-gearing. Several different manufacturers make lift kits. Prices vary, depending on the model and type of lift kit. A very nice 4-inch suspension lift kit, for example, can be as little as a few hundred US dollars. However, add to this the cost of a set of four tall tires and re-gearing, and the entire modification can easily cost US$2,000 or more. New tires are not necessary, but stock tires will look considerably smaller the higher the wheel wells sit. Lift kits can be self-installed with the proper tools and skill, but unless you are a mechanic, it's probably easier to pay a reputable shop to install it for you. Many shops that specialize in 4x4 gear also have auto bays and skilled mechanics to perform modifications for you.
Triple Tech Frame	Toyota uses this 'triple-tech' frame to have the solid, rigid front end for strength and safety, the rolled c-channel in the middle to be strong, light and also provide a place where brake lines and wires can be less exposed, and the c-channel frame makes for a lighter vehicle while increasing payload.
Camshaft	The camshaft is an apparatus often used in piston engines to operate poppet valves. It consists of a cylindrical rod running the length of the cylinder bank with a number of oblong lobes or cams protruding from it, one for each valve. The cams force the valves open by pressing on the valve, or on some intermediate mechanism, as they rotate.
Gross Vehicle Weight Rating (GVWR)	A gross vehicle weight rating (GVWR) is the maximum allowable total weight of a road vehicle or trailer that is loaded, including the weight of the vehicle itself plus fuel, passengers, cargo, and trailer tongue weight. In the United States, two important GVWR limitations are 6,000 pounds (2,721 kg) and 8,500 pounds (3,856 kg). Vehicles over 6,000 pounds are restricted from many city roadways (though there is some dispute about whether this restriction is for actual curb weight or GVWR), and vehicles over 8,500 pounds do not have to display EPA estimated fuel mileage or a Monroney sticker nor are they subject to state emissions testing. Most U.S. cars have a placard (sticker) with this information. It is located typically either in the driver's side door or doorframe, owners manual, or also may be present on another sticker immediately under the hood near the radiator, although that sticker more typically contains information about the size of the motor, various fluid capacities, etc. Most U.S. commercial trucks (especially semi-trailer trucks and dump trucks) are required by licensing authorities to have this information printed on the outside of the vehicle and for it to be clearly visible from a specified distance. Many do so by painting these numbers in a large font on the driver's side of the truck near the door. Gross weight is often confused with curb weight, which represents the weight of the vehicle with no passengers or cargo. The difference between gross weight and curb weight is the total passenger and cargo weight capacity of the vehicle. For example, a pickup truck with a curb weight of 4500 pounds might have a cargo capacity of 2000 pounds, meaning it can have a gross weight of 6500 pounds when fully loaded. For vehicles containing no fuel or driver, the gross weight is the sum of the tare weight (the unladen vehicle weight) and the weight of the load carried. For the measuring of loads picked up at a depot or materials yard (such as gravel or rock, or other bulk goods), the weight of the driver, fuel, and existing loads are assumed to be constant between the weighing of the vehicle upon entrance (tare) and laden (gross) upon exit. Such weights are determined by a specialized scale called a weigh bridge, and such scales will usually have a computing function within the display to compute tare weight.
Gross Combined Weight Rating (GCWR)	Gross combined weight rating (GCWR) is the maximum allowable weight that a road vehicle can tow in combination with its own Gross vehicle weight rating (GVWR). Deducting the GVWR from the GCWR will give you the vehicle's maximum towable weight limit if the gross trailer weight rating (GTWR) is unknown.
Tongue Weight	The downward weight applied by the towable equipment on the hitch ball. Generally tongue weight should not be more than 10% of the gross trailer weight.
Auto-locking Hubs	Locking hubs, also known as free wheeling hubs are an accessory fitted to many four wheel drive vehicles, allowing the front wheels to be manually disconnected from the front half shafts. Since many older four wheel drive vehicles don't have a centre differential or equivalent (eg. a viscous coupling), they should only be used in four wheel drive mode when traction is limited, otherwise transmission wind-up can occur. Because of this, many of these vehicles will spend most of their time in two wheel drive, and locking hubs allow elements of the drivetrain that are not needed in two wheel drive to be disconnected. With the hubs disengaged and the transmission in 2WD, the whole front axle and differential are inactive. Without locking hubs, the front wheels would turn the front half shafts, which would turn the front differential and driveshaft. Locking hubs, when switched appropriately, will allow the front wheels to turn independently of the drivetrain. Suggested benefits of locking hubs include better fuel efficiency, quieter operation, less vibration, and lower wear. Exactly how great these benefits are is open to debate, with many feeling that they are outweighed by the disadvantages below. In older vehicles, manual locking hubs are used to disengage the front wheels. This requires getting off the vehicle to engage or disengage the front wheels. If road conditions are irregular, these vehicles can be used in 2WD mode with the locks engaged (by disengaging 4WD with the internal lever or switch) and 4WD needs only to be engaged when road conditions require it. In more modern 4WD vehicles automatic locking hubs are often used, which as the name implies engage automatically when 4WD is activated from the inside of the vehicle. The main advantage is that the driver does not need to leave the vehicle to activate 4WD or drive the vehicle in 2WD with the front axle engaged. The disadvantage with this system is that most designs require the vehicle to move some distance (usually a whole wheel turn, normally in a specific direction) in order for the hubs to engage or disengage (in many cases 4WD can be engaged with the vehicle in movement). This might not be possible if the vehicle gets completely stuck before engaging 4WD, so automatic hubs require more caution on the drivers part. 4WD vehicles that do not have locking hubs have either permanent 4WD or partial time 4WD with a permanently connected front axle (in the case of a vehicle with permanent rear traction), which is active but not under load when in 2WD mode. Disadvantages of locking hubs include the fact that it is necessary to leave the vehicle to engage them in the manual case, and the need to plan ahead and engage 4WD before getting stuck in the case of automatic hubs. Also, in some axle designs (such as those used on older Land Rovers), the top swivel bearing can become starved of lubrication, which is normally supplied by oil which is thrown up by the axle, unless the hubs are locked every few hundred miles. Another disadvantage is that others will be able to lock the hubs whenever they feel like it.
Weight Distribution Hitch	Hitches connect a vehicle and the load that it pulls. A trailer hitch is a simply a metal contraption that attaches to your vehicle's chassis, beneath your rear bumper. Trailer hitches usually operate on a simple pin-and-loop arrangement. Most trailer hitches are permanently installed, but temporary hitches do exist and are available for rent. Most permanent trailer hitches either have a flat non-removable drawbar, or a receptacle ball mount for mounting a tire, ski or bike rack. A typical trailer hitch has two spring bars - one for each side of the trailer - to lift it and apply leverage to the tow vehicle. This provides stability while towing. There are basically two types of trailer hitches available: Weight-carrying (or deadweight-style hitch) - is typically used for towing smaller, lighter trailers and cargo. Weight-distributing (or equalizing-style hitch) - is recommended for towing larger, heavier trailers and cargo.
Active Trac (A-TRAC)	Active Trac applies braking to slipping wheels. It works well enough that many will find locking differentials unnecessary.
Drum Brake	A drum brake is a brake in which the friction is caused by a set of shoes or pads that press against the inner surface of a rotating drum. The drum is connected to a rotating wheel.
Disc Brake	The disc brake is a device for slowing or stopping the rotation of a wheel. A brake disc (or rotor in U.S. English), usually made of cast iron or ceramic composites (including carbon, kevlar and silica), is connected to the wheel and/or the axle. To stop the wheel, friction material in the form of brake pads (mounted on a device called a brake caliper) is forced mechanically, hydraulically, pneumatically or electromagnetically against both sides of the disc. Friction causes the disc and attached wheel to slow or stop.
Leaf Springs	A leaf spring is a simple form of spring, commonly used for the suspension in wheeled vehicles. It is also one of the oldest forms of springing, dating back to medieval times. Sometimes referred to as a semi-elliptical spring or cart spring, it takes the form of a slender arc-shaped length of spring steel of rectangular cross-section. The center of the arc provides location for the axle, while tie holes are provided at either end for attaching to the vehicle body. For very heavy vehicles, a leaf spring can be made from several leaves stacked on top of each other in several layers, often with progressively shorter leaves. Leaf springs can serve locating and to some extent damping as well as springing functions. A leaf spring can either be attached directly to the frame at both ends or attached directly at one end, usually the front, with the other end attached through a shackle, a short swinging arm. The shackle takes up the tendency of the leaf spring to elongate when compressed and thus makes for softer springiness.
Rack & Pinion Steering	Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is enclosed in a metal tube, with each end of the rack protruding from the tube. A rod, called a tie rod, connects to each end of the rack. The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear spins, moving the rack. The tie rod at each end of the rack connects to the steering arm on the spindle (see diagram above). The rack-and-pinion gearset does two things: It converts the rotational motion of the steering wheel into the linear motion needed to turn the wheels. It provides a gear reduction, making it easier to turn the wheels. On most cars, it takes three to four complete revolutions of the steering wheel to make the wheels turn from lock to lock (from far left to far right).  The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels turn. For instance, if one complete revolution (360 degrees) of the steering wheel results in the wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher ratio means that you have to turn the steering wheel more to get the wheels to turn a given distance. However, less effort is required because of the higher gear ratio. Generally, lighter, sportier cars have lower steering ratios than larger cars and trucks. The lower ratio gives the steering a quicker response -- you don't have to turn the steering wheel as much to get the wheels to turn a given distance -- which is a desirable trait in sports cars. These smaller cars are light enough that even with the lower ratio, the effort required to turn the steering wheel is not excessive.
Hemi	A Hemi engine (from hemisphere) is an internal-combustion engine in which the combustion chambers are of hemispherical form. The term "Hemi engine" is a trademark of Chrysler Corporation, though they were neither the hemi engine's inventors nor the first to commercialize hemi engines. Hemispherical combustion chambers, which had been used for centuries in mortars and cannon, were introduced on some of the very earliest automotive engines, shortly after proving the concept of internal combustion engines themselves.
Electronic Brakeforce Distribution (EBD)	Electronic brakeforce distribution or EBD is an automobile brake technology that automatically varies the amount of force applied to each of a vehicle's brakes, based on road conditions, speed, loading, etc. Always coupled with anti-lock braking systems, EBD can apply more or less braking pressure to each wheel in order to maximize stopping power whilst maintaining vehicular control. When a rotating wheel is subjected to excessive heavy braking, it is prone to lock-up. In motor vehicles, the anti-lock braking system (ABS) works to prevent this by monitoring wheel speeds and taking action in the form of releasing pressure on the braking circuit, when a rapid deceleration occurs in any of the wheels to ensure steering and vehicular control is maintained during heavy or emergency braking. This has its disadvantages though, as different amounts of braking pressure are required to lock a rotating wheel on different surfaces. For example, less braking pressure would be needed to lock a wheel which was in contact with ice than a wheel which was in contact with an asphalt road. In a situation where the wheels of a vehicle are on different surfaces (for example the two left wheels are on a concrete road and the two right wheels were on snow), during an emergency stop ABS would detect the two right wheels about to lock and would activate, even though the two left wheels would not have locked when the right wheels did. EBD detects such conditions and electronically controls the braking force applied to each individual wheel, and therefore maximizes the braking force to ensure a maximum braking effectiveness. The final result is more precise and effective braking under all conditions, and also makes the car much more stable under heavy braking, reducing front end dive.
Active Yaw Control	Active Yaw Control (AYC) is an automobile feature that uses an active differential to transfer torque to the wheels that have the best grip on the road. Unlike traditional mechanical limited slip differentials, an AYC is electronically controlled. AYC was designed by Mitsubishi Motors, first introduced in the Mitsubishi Lancer Evolution IV. It has been included in certain models of every subsequent generation, and was also used in the VR-4 variant of the eighth generation Mitsubishi Galant sedan and Legnum wagon. Later developments led to S-AYC (Super-Active Yaw Control), first introduced on the Evolution VIII, utilizing a planetary gearset which could support an even greater torque bias than the previous system. AYC and S-AYC have also been seen in several Mitsubishi concept cars based on the underpinnings of the Lancer Evo, such as the CZ3 Tarmac and Tarmac Spyder, the Montero Evolution, the RPM 7000, and the Concept-X. Active yaw control is based on a computer-controlled rear differential which can actively split torque based on input from various accelerometers in the vehicle measuring longitudinal and lateral g forces, steering, brakes and throttle position. Where ABS brakes are fitted they too are included in the input parameters. It accomplishes this via two hydraulic clutches which can limit torque on individual axles. This system should not be confused with stability control systems which utilize the braking system of a vehicle by individually braking certain wheels to rotate and slow the car (such as Electronic Brakeforce Distribution). AYC is a performance-oriented system which aims to increase cornering speeds.
Torque	Torque is rotational force or the ability to overcome resistance to rotation. It is the cross product of force and radius. Torque is the amount of force applied tangentially to a circle.
Ring Gear	The ring gear of the rear axle surrounds the housing of a differential gear train that serves as an equalizer in dividing the torque between the two driving wheels while permitting one to turn faster than the other when rounding corners. The axle shafts terminate in bevel gears that are connected by several smaller bevel gears mounted on radial axles...
Sway Bar	A sway bar (also stabilizer bar, anti-sway bar, roll bar, or anti-roll bar, ARB) is an automobile suspension device. It connects opposite (left/right) wheels together through short lever arms linked by a torsion spring. A sway bar increases the suspension's roll stiffness—its resistance to roll in turns, independent of its spring rate in the vertical direction.