![]() ![]() The second year I put a cap on and bought a 12" drop gooseneck which dropped the trailer out of the wind some. I couldn't even reach 60 mph going downhill. I had a tonneau cover, but the hitch was too high which made the trailer stick up in the wind like a sheet of plywood. The first year was horrible partly because I hadn't towed before and didn't know what to expect. There's even one hill that's 6 miles long. If you know the area then you know its very hilly and can be very windy especially coming West. This is the third year I've made the same trip along I-90 from Albany, NY to Gloucester, MA (near Boston). I have a 96 4x4 Automatic T100 and just returned from a camping trip towing a 19' Fleetwood Mallard that weighs about 3500 lbs empty. You'll want to git a weight distribution hitch (ProPride or Hensley Arrow come to mind) to make sure the tow is a stable one. You'll probably have to git at least 16" rims if you don't already have them. You should upgrade yer front brakes to the first generation Tundra brake setup since you have a 4WD T-100. Keep in mind that besides gitting something rolling.braking power is another consideration. You could install a TRD supercharger with the proper upgrades since you have a 1997 T-100 but it's not gonna be an overall cheap solution. I would think it "could" pull it on a flat straight or a slight incline but not very well/fast if it came to any significant grades without the motor straining. Keep in mind that if you load the trailer with 's gonna add up quick. Maximum towing capacity is supposed to be 5200lbs. Maybe even two coolers with a fan on each one. Doesn't change anything in terms of what you should do, but it gives you an idea what the vehicle is actually capable of.Auto or manual transmission? If you have an automatic, you'll definitely need to install a big auxiliary transmission cooler.preferably a stacked plate type. where your vehicle's limits really are with respect to the J2807 test. What it does mean, is that if you are going to be precise and scientific about your load, there is no reason at all to assume that the truck can't do the work very competently.ĮDIT: I recall reading somewhere about someone running a 4-cyl 4x4 against the J2807 test with a load at the limit of 6-cyl with tow package, and passing it. Which of course, does NOT mean that you should go there. The engineered limits are *AT LEAST* 50% higher than the printed limits. That pretty much means that the actual load could end up significantly ABOVE the printed limits - and it has to be able to take it without the truck collapsing and without running down a bus stop filled with school kids. While there are a few people who are going to measure the weight on every wheel and the tongue weight with a precision digital scale, most are just going to eyeball it. No sane engineer or manufacturer would print limits that precisely match the vehicle's TRUE engineered limits when the kind of situation the product will be up against are so highly non-scientific as loading pickup trucks. In fact, I can guarantee that it is underrated. To extend that, what THAT means, is that the truck can be UNDER RATED with respect to its engineering limits, which means that it could very well do BETTER than the testing requirements. The test only impacts the truck's printed limit if it happens to FAIL the test. What I mean by that, is that you are assuming that the truck's limits are set based on the result of the test, when in fact, the test is just to validate the limits that have already been dictated. This is because the first actual chicken was hatched from an egg that was laid by a not-quite-chicken bird, that was ALSO hatched from an egg. Click to expand.The egg came *BEFORE* the chicken, technically speaking. ![]()
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