Instead of posting the fact that the Tundra is rated to be more “American” than both the Ram and the Chevy Silverado / GMC Sierra (just like the Tundra was last year and the year before), we thought it would be fun to list off all of the vehicles with less domestic content than the Tundra.

Here’s a list of 25 vehicles with fewer domestic parts than the Tundra:

It’s important to note that the Tundra has more domestic parts than ANY other full-size pickup (as you can see). The figures in this table come straight from the US Federal Government, a product of the American Automobile Labeling Act (AALA).

Oddly enough, the AALA was originally intended to discourage US consumers from buying “foreign” cars. Does that mean we should avoid the Dodge Ram (just barely half of the truck is made in the USA)? Who would have thought that the mighty Dodge Ram, the classic Chevy Silverado and GMC Sierra, and the formidable F-Series would all have LESS domestic content than the Tundra.

For any “buy American” truck owners out there, the facts are in. Buying a Toyota Tundra is good for the USA.

Lowering your Tundra is a great way to improve handling and looks.

When looking to lower your Toyota Tundra, you have no doubt run into suspension kits that make use of drop spindles. Drop spindles are one of several different methods that can be used to safely lower the ride height of your vehicle. These components raise the pin on the body of the spindle, which lowers the spindle body and drops the front end of a pickup truck. Since these pieces are completely bolt-in, they are a very simple way to lower a vehicle’s front end, and it can usually be done in a few hours in your own garage.

A dropped front end not only looks cool, but it also helps improve handling by lowering your pickup’s center of gravity. You can also change your suspension geometry to your advantage with drop spindles in order to get a specific ride that you’re looking for.

There are a few drawbacks to using drop spindles. It is important to make sure that whatever wheel and tire combo you currently have on your truck won’t rub any other parts of your truck once the drop spindle has been installed. If you think that this will be a problem, check and see if there are spindles available which offset the wheel. Often, offsetting by as much as an inch will help any clearance issues.

Drop spindles are also not intended for dramatic drops – usually modest height changes of around 2 inches are all that are available without causing parts of your truck’s suspension to come into contact with the wheel itself. Drop spindles can also pose a problem if you decide to install after market brake components later down the road, due to the change in position of the suspension components affected by the spindles.

Drop spindles are an inexpensive and easy lowering solution for your pickup. If you are on a budget, and if you can handle some of the negative aspects associated with using drop spindles, then they are tough to beat. However, in order to get the benefits of full lowering, it’s necessary to take a look at the rear suspension as well. Axle flip kits and frame notching are some ways of dropping the rear end of your Tundra.

Note - We’ve also profiled Tundra Racing’s drop kit - check it out.

Finally, an alternative to drop spindles and a flip kit is to install a full air ride kit all around. While more expensive, air ride springs provide a fully controllable ride height that can be used to either get a dramatic look or improve your pickup’s ability to handle a heavy load. At this point in time, we’re not aware of anyone who makes an air suspension kit for the 2007+ Tundra, so you’ll have to customize. Of course, that also means you’ll be one of the only people to have an air suspension. Cool.

The amazing advances that have been made in terms of computer graphics and special effects have led to the creation of a lot of “faked” commercials shot in front of a greenscreen in order to add in all of the perceived dangers once everyone is safely back in the studio. While this might be true of a large portion of television trickery, Toyota has remained committed to investing serious sums in producing some of the most incredible, and realistic, advertisements ever filmed.

The Toyota Tundra “Killer Heat” ad is a perfect example. In the TV spot (see below), a Tundra pickup is seen towing 10,000 lbs of cargo up a twisting road that spirals around an 80 foot tower. Here’s some information about the making of the Killer Heat commercial:

The original Killer Heat Toyota Tundra commercial.

The most interesting aspect of this advertisement, other than the Tundra being able to pull such a heavy load undeterred up a fiery incline, is the fact that the entire thing was real. That is correct – Saatchi LA, the ad agency behind the commercial – took 2 months to design and actually build a corkscrew road snaking around a steel tower and then encased 170 feet of that road in a specially constructed flame oven in order to prove a point about just how durable the Tundra is.

Stunt driver Matt McBride, used to pulling duty in Hollywood films as one of the business’ go-to guys for dangerous work, was employed as the pilot of this inferno-bound pickup. He made 11 successful ascents of the steel road, each time hauling an extremely heavy trailer load.

Not only was the advertisement visually impressive, but it also proved a point about the Tundra’s inner workings. Outfitted with a 6-speed automatic transmission, the Tundra pickup in the ad was asked to take on a lot. First of all, towing 10,000 lbs up a steep, winding incline is a lot to ask of any pickup. It’s also enough to heat transmission fluid to a very high level – which makes this stunt even more dangerous. Once a vehicle’s transmission fluid passes the 175 degree Fahrenheit mark, it begins to lose much of its viscosity. Every 20 degree rise above this level can cut the life of the fluid by 50 percent, and if temperatures get high enough the fluid will actually “boil over” and instantly ruin the transmission…and place the driver in this sort of test in a very precarious position as well.

The making of video for “Killer Heat.”

So why is all of this important? First of all, the tower seen in the commercial was built in the Mojave Desert where temperatures are already much higher than what the average Tundra driver will ever have to face. When you throw in 170 feet of oven-baked driving and the potential for disastrous overheating (read flames and a truck falling 60 feet to the ground) is increased exponentially.

Of course, the Tundra performed admirably during each take, providing indisputable proof that the truck is one of the toughest and best-designed pickups on the market today. If there’s anything wrong with the “Killer Heat” commercial, it’s that it takes a real truck person to understand just how amazing this stunt was. People have known how towing effects transmission temperatures in order to recognize how much engineering prowess has gone into the Tundra’s drivetrain.

The “Killer Heat” ad was a huge undertaking to setup and safely pull off, but the value of such a stunning demonstration is indisputable.

The link went to a page that advocated a 2,500 mile oil change frequency for truck owners using E85. Of course, there was no explanation as to why E85 users needed to change their oil twice as often, just that they should. THAT, ladies and gentleman, is why dealership service departments get a bad wrap. Instead of explaining why 2,500 might be a prudent choice (and it might), they make a blanket statement. I say p-shaw. This recommendation is, at best, paranoid.

First, here’s why this recommendation was made. We all know that E85, when compared to “normal” gasoline (which is about 10% ethanol), is fairly acidic. This acid has the ability to neutralize some of the lubricating ability of normal engine oil, but only mildly so. In fact, I would guess that regular old motor oil would breakdown more from heating and cooling over the course of 5,000 miles than it ever would from the acid inherent in E85. Normal E85 isn’t much of a threat to engine oil - the issue occurs when normal E85 becomes contaminated with water.

The combustion process of water-contaminated E85 will lead to the formation of a strong acid (formic acid, to be exact). This acid, left unchecked, has the ability to cripple an engine because it can 1) dramatically reduce the lubricating ability of normal motor oil and 2) eat away at the high-tolerance metal engine components. E85 with water contamination, in a normal engine, is dangerous stuff. Changing the oil frequently is a good insurance policy for a normal engine running E85, and this is probably the basis of this recommendation.

HOWEVER, if you’re running E85, you’re probably not driving a normal engine! Vehicles that are factory capable of running E85 have specially coated pistons and valves that are less susceptible to acid wear. Unless you’ve installed an E85 conversion kit on a “normal” gas motor, you’ve got some built-in protection. Moreover, if you’re driving your factory flex-fuel vehicle with E85 and you’re using the factory recommended E85 oil blend, your oil has an extra dose of detergents that designed to neutralize any acid that might form.

Finally, and perhaps most importantly, water contamination in E85 is pretty darn rare. Keep in mind that water contamination levels of 1% or less do not cause a significant problem, and anything above 1% is readily preventable. Between tank storage regulations and testing equipment and frequent fuel testing (check out the state of Minnesota’s E85 water contamination procedures for an example), finding E85 with any significant water contamination is almost impossible.

Therefore, the recommendation that drivers using E85 should change their oil more fequently is, at best, paranoid. Any dealership service department that makes this recommendation is either ignorant, overly cautious, or after your wallet. If you’re running E85 in your flex fuel truck, stick with the standard 5,000 mile oil change interval, make sure to use the recommended E85 oil blend, and don’t worry about it.

The Toyota Tundra Terminator edition promotion.

Ready for the connection? The Tundra pickup truck was featured in a rather lengthy and spectacular car chase in Terminator 3 involving Arnold Schwarzenegger’s killer robot from the future and the Terminator X. While most of the eyes in the theater were probably on the action itself (and/or the TerminatriX), the truck driven by the escaping main characters was a Tundra (buried underneath a homemade cargo box and covered with ten different layers of dust and dirt).

The Tundra takes a real beating during the scene, yet it still manages to whisk the movie’s heroes to safety. The message: Toyota’s dedication to quality and toughness is good enough for “da tear-men-8-tor.”

In real life, Toyota produced a Terminator 3 Tundra as a special option package. It was available only in a monochromatic black paint job, with no chrome or stainless steel allowed. A special grille bearing a T3 identifier also helped to set the vehicle apart from other Tundras, as did T3 decals and unique rims. Inside the truck, metal accents replaced the standard Toyota trappings.

The Special Edition "T3" Toyota Tundra

In terms of performance, the 2003 Toyota Tundra Terminator 3 Special Edition featured only subtle changes. The only real modification made to the drive train was the addition of a TRD dual exhaust system, which might not have added much grunt (about 10 horsepower and 10 lb-ft of torque) but it certainly did sweeten the soundtrack to this V8-powered pickup.

Not many of these T3 Tundras were built, and as a result they are a rare sight on America’s roads. The film itself was not a huge success (at least not by Hollywood standards), which caused the T3 Tundra to fade into obscurity as soon as the movie left theaters. Most people who encounter this special edition Tundra merely assume that its all-black motif and sticker package are the result of personal customization, not the product of Toyota’s marketing department. This makes the T3 Tundra one of the more interesting and possibly collectible movie vehicles built in the past few years.

While it might not have the star power of a mustache-twirling Burt Reynolds at the wheel (and the surprisingly unattractive Sally Fields riding shotgun), it does have scarcity on its side, and in a few decades it could achieve the same type of cult status the original Terminator film has enjoyed in the years since its release.

That is, unless the machines take over and destroy mankind. Keep your fingers crossed.

Big tires on Todd's 2008 Tundra - featured last week.

Almost everyone is familiar with the look of off-road tires – tall and aggressive. Even tires that are meant to fit on rims as small as 15 inches can be 30 or 33 inches in height (visit TireRack.com to see exactly which tire sizes will fit on your Tundra). A common misconception with larger tires is that the giant sizes are meant to provide extra grip and traction. While there is an off-road benefit in a tall sidewall (especially when you make the tire pressure artificially low), the main benefit to over-sized tires is that they get your truck up in the air as much as possible and boost ground clearance.

When it comes to boosting traction, there are two aspects of off-road tire design to consider: tread type and tire construction. Generally speaking, most trail tires feature very knobby treads that are noisy on pavement. The treads on these tires can even sometimes extend into the sidewall, and just how wild the “canyons and gaps” in the tire tread are depends on how specialized of a tire you’re looking at. All-terrain tires are more of a compromise and are meant to be used in a wider variety of off-road conditions, while focused mud or rock-climbing tires often display more radical patterns.

In terms of construction, off-road tires are either of a bias ply design or standard radial design. Bias ply tires faded from the nation’s highways in the 1970’s due to the increased durability and quality of steel-belted radials. However, the ability of a bias ply tire to perform when inflated to a very low level (ideal for deep sand, rock-crawling, and more) makes them a popular choice amongst off-road drivers. Low inflation pressures allow a tire to spread out more and provide greater traction, and the bias ply design also helps a tire to better absorb blows from hard surfaces and sharp rocks. Bias ply tires are constructed from a softer rubber compound, which allows for greater grip than radial tires (assuming similar tread patterns).

However, before you go out and buy a set of bias ply tires, know that  radial off-road tires can usually provide nine tenths of the off-road performance offered by a bias ply tire while also being safer and more predictable on the pavement. In fact, if you’re pulling “double duty” in your pickup (i.e. using it for both fun and work), stick with radials.

When deciding on which off-road tire to purchase for your truck, it’s important to consider just how much a new type of tire can change your driving experience:

• Most off-road tread patterns are loud when driven on pavement, sometimes significantly so at highway speeds.
• Speaking of the highway, most off-road tires aren’t meant for hours and hours of use on the interstate. In fact, sustained highway use is the easiest way to ruin quality off-road tires.
• Off-road tires aren’t always effective on wet pavement. Large tread blocks aren’t necessarily good for wet-weather traction.
• “Handling” and off-road tires don’t go together. If you like taking corners fast, off-road tires aren’t your thing.
• A good set of knobby off-road tires will reduce your trucks fuel economy by 1-2 mpg.

If you’re interested in off-road tires but you also have to drive your truck to work every day, you might consider buying a second set of rims and having a good set of off-road tires mounted on them. Having a second set of wheels opens up a wider range of possibilities, as you can choose to go with a more extreme tire on your “weekend wheels” without having to worry about how off-road tires will effect your truck’s performance on a daily basis.

Surprisingly, a second set of wheels doesn’t have to be tremendously expensive. Coming up, we’ll have some tips and strategies for buying a second set of truck wheels on the cheap.

TOYOTA IS RECALLING 1,348 MODEL YEAR 2009 AND 2010 PASSENGER CARS BUILT FROM JUNE 2, 2008 TO MAY 4, 2009. THESE VEHICLES WERE NOT EQUIPPED WITH LOAD CARRYING CAPACITY MODIFICATION LABELS WHICH FAILS TO CONFORM WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 110

Not safety standard 110? What the &$#* were those $!%-#*&%^ing #$@!*-$*&ing ba$tards at Toyota thinking!! They could have killed us all!

Oh - nevermind. Just some dumb label. Do I need to come in for that one, or can you just send me the label in the mail and I’ll stick it on myself?

The 2009-2010 Tundra (along with Highlander, Rav4, XB, TC, Sienna, Taco, and Yaris) is effected by this recall. If you get a letter in the mail, send us a note and we’ll publish it here on the site.

I’m reminded of an old Beavis and Butthead sketch where the checkout girl tells Butthead “You’re going to have to put something back” and Butthead, in all his wisdom, stares at the girl for about 30 seconds and then says “Uhhhh. OK.”

Exactly.

For Steve Bouey and his friend Steve Shoppman (the Steves’), the dream of driving across the country didn’t stop when they reached the ocean on the other side. They chose to extend their journey into a 2 year odyssey that stretched across 67 different countries and a total of 66,000 miles – and they did it all from behind the wheel of a 2007 Toyota Tundra (and an 04′ Sequoia).

Looking across the Tundra's hood at a burned out Angolan tank.

While some might be surprised at their choice of vehicle, it was an easy decision for the two young globetrotters to embark on their adventure from behind the wheel of Toyota’s flagship pickup truck. The Tundra’s combination of power, off-road ability and all-around capabilities (the Tundra could haul supplies like extra fuel, spare parts and gear) made it an obvious choice to the Steves’. Along with a 2004 Toyota Sequoia, the two travelers were accompanied by a small support team who ensured that their trip would be free from incident.

The route taken driving the world in a Tundra

What better way to put your expedition on firm footing than by trusting one of the most reliable truck makers on the planet? Bouey and Shoppman were lucky when outfitting their mission in that a website that the two had designed in order to describe their planned trip had succeeded in attracting the attention of thousands of monthly visitors – not to mention sponsors. One such supporter was Stevinson Toyota, a Denver dealership who provided the pair with their vehicles.

Interestingly, a significant amount of their financial support also came from people that they met on the road. The epic nature of their voyage helped them to connect with the people they would encounter in each country, providing them not only with much needed cash but also a support network.

Toyota’s international support network of dealers and distributors was also a crucial factor when it came to the pair’s success. They knew that Toyota’s extensive worldwide presence would be important to them in the unlikely event that either of their trucks needed to be repaired. One of the main reasons the Sequoia and the Tundra were paired up is that the vehicles share many parts, making repairs and part sourcing that much easier.

Navigating an Angolan water hazard in an 07' Tundra

With nicknames like “The Thundra” and “Little Pepe“, the two vehicles served the pair well. The Double Cab Tundra was outfitted with the smaller 4.7 liter V8, as well as TRD’s Off-Road Package, in order to help them through some of the more inhospitable parts of their journey.  The Sequoia featured the same engine, although it was rated at 240 horsepower – 30 fewer than the Tundra. It too had a four-wheel drive setup in order to fjord through the most difficult obstacles, be they desert, arctic or mountainous in nature.

In terms of aftermarket modifications, each truck featured Toytec gear – a lift kit on the Sequoia and extra leaf springs for the Tundra - in order to increase their ground clearance. These kits were paired with Mickey Thompson wheels, Thule roof boxes and a Warn winch. The Tundra also had an A.R.E. hard shell cap installed in order to help protect the supplies that were being transported.

Group pose at world famous Patagonia in Argentina

Steve Bouey and Steve Shoppman (and group) have proven that not only can the human spirit triumph over whatever difficulties might crop up when one is thousands of miles from home, but also that the Toyota Tundra is one of the most reliable, capable and rugged road trip vehicles ever built.

Visit TheWorldByRoad.com for more information.

the “SFE package” is nothing more than a marketing ploy that takes all of Ford’s standard truck improvements (like the new 6-speed auto and a more aerodynamic design) and calls them something special. While Ford certainly deserves credit for improving the fuel economy of all of the 2009 models, it’s embarrassing to brag about a “package” that’s little more than a set of standard features.

Earlier in the week, Ford quietly dropped the SFE as a special package, opting instead to offer this level of fuel economy on a standard F150 without all the hype - almost as if everyone at Ford’s F150 marketing department realized that this was a bad idea.

Maybe next time we’ll get an email from one of Ford’s marketing people BEFORE they make a mistake like this…

Probably not.

'Rogue Squadron's' Black 2008 Toyota Tundra Crew

As you can see, it’s a TRD 4×4 with a clean-as-can-be black paint job. We really like the black rims on this truck - it looks great but it’s also a very practical off-road choice - fancy rims are too expensive to risk scuffing up on the trail.

N-Fab brush guard and Pro-Comp fog lights.

Kudos to Todd for his clever exhaust setup on this truck - he added a set of Flowmaster Super 40 mufflers to the TRD exhaust system. A lot of people don’t think that the standard TRD exhaust is aggressive enough, and Todd’s modification is a simple way to get more sound out of the TRD kit while maintaining the TRD kit’s fit and finish.

Factory Equipment and After Market Accessories

Lookin' mean with Toyo Tires and a TRD exhaust with Flowmaster Super 40 mufflers.

Todd’s Tundra has pretty much every factory option you could hope to find on a 2008 Tundra…plus a very nice list of extras:

• Factory Navigation system with OEM backup camera and parking sensors
• After-market Navigation Safety Override Switch which enables the use of navigation system, even when the truck’s in motion.
• Keyless remote ignition (of course).
• Vaistech iPod Adaptor
• Dark tinted windows
• K&N Cold Air Intake
• TRD Aluminum Skid Plate
• Black Head-Light Mod (NICE.)
• TRD Catback Exhaust Sytem, with muffler swapped to Flowmaster Super 40. We really like this modification (see more below).
• N-Fab Nerf Bars and N-Fab Brush Guard
• Pro-Comp 130 Watt Off-Road Lights
• Toytec 3/1 Leveling Kit
• 18″ Eagle Series 197 Wheels (-11 Offset)
• Toyo Open Country MT 33″x12.5×18 Tires

Todd (a.k.a. “Rogue Squadron” on IBTOHQ.com and SoCalTundras.com) has gone all out with this truck, and it’s not just for show. He’s not afraid to get it dirty…

Rogue Squadron’s Upcoming Tundra Modifications:

• McNeil Racing 4″ Fiberglass Front Fenders
• Defender Roof Rack with Light Bar
• Camburg Engineering Long Travel Kit

Todd - awesome truck man!