4Runner Towing Capacity

...now browsing by tag

 
 

MORE TOWING TERMS YOU SHOULD KNOW

Saturday, July 17th, 2010
468x60_staticbanner

If you own a Tundra, Tacoma, Fj Cruiser, 4Runner, or other make here is another brief tutorial of Towing Terms you will want to know.

Ball height – Measurements from the ground to the center of the hitch ball on the tow vehicle and to the center of the hitch-ball coupling on the trailer when the tongue is level with the ground.

Ball mount – Part of the receiver hitch system that supports the hitch ball.

Brake controller – Electronic device that applies power to the trailer’s electric brakes in proportion to the tow vehicle’s deceleration.

Breakaway switch – Safety device that automatically activates the trailer brakes should the trailer become disconnected from the tow vehicle.

Bunk trailer – Type of boat trailer that uses flat rails to support the boat.

Fifth-wheel hitch – Trailer coupling device mounted over the rear axle in the cargo bed. It’s so named because of the wheel-shaped hitch plate.

Gooseneck – Type of trailer with a long pivoted coupling arm that is attached to a large ball mount in the pickup bed. Gooseneck trailers usually can make tighter turns than a fifth-wheel trailer.

GCWR – Stands for Gross Combined Weight Rating. This is the manufacturer’s maximum allowable total weight of a towing vehicle plus a loaded trailer. The actual gross combined weight of a fully loaded towing vehicle and gross trailer weight must not exceed the GCWR.

Hitch ball – The sphere-shaped attachment point between the coupler on the trailer and the hitch.

Hydraulic surge brake – Type of brake used on boat trailers. It features a self-contained hydraulic system and lever-action coupler that activates the brakes when the tow vehicle decelerates.
 
Receiver hitch – Hitch design where a receiver subframe is attached to the vehicle frame. The hitch features a square opening that “receives” and secures the ball mount.

Roller trailer – Type of boat trailer that uses self-centering roller assemblies to support the boat.

Safety chains – Set of heavy-duty chains designed to help keep the trailer close to the tow vehicle if there is a hitch failure.

Shank – The removable portion of the hitch system that supports the hitch ball or adjustable ball mount. Also called hitch bar, drawbar, insert or stinger.

Spring bar – Critical part of the weight-distributing hitch system. When adjusted properly, spring bars act like handles of a wheelbarrow and transfer hitch weight to the vehicle and trailer axles.

Sway control – There are two types: mechanical and electronic. Mechanical includes friction or cam-action devices designed for the trailer to dampen yaw or fishtailing. The electronic version is a program in the vehicle’s stability control system that detects trailer yaw and applies pressure on selective brakes to help reduce the trailer sway.

Tongue weight – Weight of the trailer that rests directly on the hitch ball. May also be called hitch weight. Recommended tongue weight is about 10% of the trailer weight for conventional hitches and up to 25% of the trailer weight for fifth-wheel and gooseneck hitches.
 
Tow rating – Vehicle manufacturer’s maximum allowable trailer weight.

Weight carrying hitch – Type of hitch system where the entire tongue weight of the trailer is supported by the hitch ball and transferred to the rear axle of the tow vehicle.

Weight distributing hitch – Type of hitch system that uses spring bars to spread a portion of the trailer tongue weight to all the axles of the tow vehicle and trailer.

TOWING AND PAYLOAD TERMS YOU SHOULD KNOW

Friday, July 9th, 2010
468x60_staticbanner
If you are one who usues your truck or SUV for both work and pleasure you certainly may want to know your vehicle’s Payload and Towing capacities. Payload and Towing concepts are important concepts for truck and recreational users. If you own a Tundra, Tacoma, Fj Cruiser, 4Runner, or other make here is a brief tutorial of Payload and Towing Terms you will want to know.
 
CURB WEIGHT
– Weight of empty truck
 – Standard equipment includes tools, spare tire
 – Full of fuel, fluids and lubricants
 
 PAYLOAD
– People
– Optional equipment
– Cargo
– Tongue weight (if towing) 10-15% total weight, trailer, cargo being towed
 
GROSS VEHICLE WEIGHT(GVW)
– Curb weight
– Payload
– Tongue weight(if towing)
 
GROSS VEHICLE WEIGHT RATING(GVWR)
– Maximum GVW allowed
– Set by manufacturer
– Must be equal to or higher than the GVW
– Do Not Exceed GVWR
 
TOWING WEIGHT
– Weight of trailer
– weight of all trailer content
 
MAXIMUM TOWING CAPACITY
– Set by manufacturer
– Maximum weight of traileer and contents
– Towing weight must be less than or equal
   to towing capacity
 
TONGUE WEIGHT
– Weight pressing down on trailer hitch
– 10 to 15% of towing weight
– Hitches:
– Weight carrying
– Weight distributing
– 5th wheel (20-25% of trailer weight)
( To measure trailer tongue weight, place the tongue
of the trailer on a scale when the trailer is not attached to the vehicle)
 
GROSS COMBINED WEIGHT(GCW)
– Curb weight
– Payload (with tongue weight added)
– Trailer (minus tongue weight)
– GCW Not To Exceed (GCWR)
 
GROSS COMBINED WEIGHT RATING (GCWR)
– Set by manufacturer
– Maximum GCW

TOYOTA 4RUNNER: ICONIC HARD LIVIN ROCK STAR PERFORMER

Wednesday, May 26th, 2010
468x60_staticbanner

Ivan Stewart, not a Rock Star, but a legendary off-road racer known as the Ironman, was driving flat-out at triple-digit speeds, while whipping up a blast of pale-beige dust half a mile long behind the vehicle racing across El Diablo Dry Lake. He was at the wheel of a new 1984 Toyota 4Runner and, man, everyone that saw that wanted one.

This was in Baja California in 1984. The 4Runner looked sharp, and a lot of people seemed to agree. Toyota went on to sell more than 1.8 million 4Runners.4runner trail

Fast forward 2010. Toyota has brought out what it considers the fifth generation of the 4Runner, which has changed over the years into a substantial all-terrain Rock Star vehicle.

The new 4Runner is supremely competent, particularly when equipped for off-roading. A big body-on-frame sport utility, it arrives in a market that has begun to ignore, or even scorn, truck-based S.U.V.’s. It no longer offers a V-8 engine — no great loss, but an omission that might turn away a few customers.

Timing of its introduction coincided with a period of uncharacteristically troubling news about Toyota; alleged reports of unintended acceleration; braking problems with the new Prius, a series of recalls all blown way out of proportion by a media with shall we say ulterior motives…

The 4Runner has not been implicated in these controversies — it even passed the emergency handling test that caused Consumer Reports to issue a “don’t buy” warning recently for a related vehicle, the Lexus GX 460.

The 4Runner’s upward progression over 26 years serves as a reminder of Toyota’s roots,… dependable and, as it turned out, nearly indestructible. By the late 1990’s, they seemed to be everywhere.

That first 4Runner of 1984 was essentially one of these, little more than a small Toyota pickup with a back seat and an integrated camper shell. The latest one is brawny, laden with features and capable of mind-boggling maneuvers. It also comes with a well-earned reputation as a “Baja tough” S.U.V. The latest proof came when a 2010 4Runner won its class in the Baja 1000 off-road race last November.

After driving all the trim levels now offered — SR5, Limited and the new Trail model, any driver with an appetite and only a morsel of off-road skill could contend for Baja trophies. The Trail, in particular, seems to regard nasty terrain with an attitude of the Big Bad Wolf: “All the better to eat you up!”

The 4Runner’s ladder-type frame, made of thick-gauge steel, is strong as a jail cell. The front suspension is a double-wishbone with coil-over shock absorbers; the rear is a 4-link supporting a solid axle on coil springs.

The S.U.V. is generally unflappable when the going gets rough. If you tackle a diabolical washboard surface at 35 m.p.h. — “getting on top of it,” the racers say — it will dance across as effortlessly as Fred Astaire.

The Trail’s list of standard off-road-specific features goes on and on, including electronic locking rear differential, A-TRAC active traction control, Multi-Terrain Select and Crawl Control.

  • The Crawl and Multi-Terrain Select features — these are preprogrammed throttle, brake and wheel traction settings — will walk the vehicle up, down, around and through nail-biting inclines, guttural raucous mud and axle-swallowing sand, all without added drama.
  • The optional Kinetic Dynamic Suspension System disengages the antiroll bars and loosens up the suspension settings so the wheels have more articulation (up and down movement) so the vehicle can tackle refrigerator-size obstacles.
  • The 4Runner’s rock-crawling capability seems to be limited only by its 9.6-inch ground clearance and 33-degree approach angle.
  • When rolling on the highway, you are unlikely to forget that the 4Runner is essentially a truck. On poorly maintained concrete roads the ride can get bouncy, and the chassis shivers on the worst expansion joints. But the steering is true, its balance is precise and its tracking is unerring. It is a snap to tow up to 5,000 pounds.

The old 4Runner’s optional V-8, an inefficient 4.7-liter that added too much weight and wasn’t particularly powerful with a drinking problem has been eliminated.

Now, most 4Runners come with a 4-liter V-6 that generates 270 horsepower — 10 more than the old V-8 — and has more torque for towing. Fuel economy for the V-6 4×4 has improved to 17 in town and 22 highway from 16/20 last year (and 14/17 for the defunct V-8). This more modern V-6 weighs less than the old V-8. Everybody should be happy even though some enthusiasts are grumbling on the Internet saying Toyota should have borrowed the 4.6-liter V-8 from the Tundra pickup for more towing capacity.

Despite a curb weight of nearly 4,800 pounds, the 4Runner Trail accelerates from a stop to 60 m.p.h. in a reasonably quick 7.8 seconds.

Early 4Runners offered 4-cylinder engines, turtle-like wonders that seemed to run forever.  For 2010, an in-line 4 returns — a 157-horsepower 2.7-liter engine borrowed from the Tacoma pickup. Equipped with the 4, the 4Runner feels lighter and more agile,… fuel economy is minor though, 18/23 m.p.g. might be cool if it were available with a 5-speed manual. But a 4-speed automatic is the only transmission. The V-6 models come with a 5-speed automatic.

There is an upscale Limited which no longer wears the thick tu-tone cladding that distinguished it visually from lesser versions. Now it is a gentleman’s off-roader.. something you can use to inspect your herd on the South 40 and then go to church in on Sunday. The Trail is for grown-ups who still like to play in the dirt. The base SR5 2-wheel drive is useful for week-end trips to Home Depot and the favorite Grocer.

The Limited comes with full-time 4-wheel-drive; the SR5 and Trail 4x4s use a part-time system engaged by a lever next to the shifter.

Prices for the 2010 4Runner start just under $30,000 and top out above $40,000.

The new cabin feels spacious — the old ones always seemed cramped — and Toyota has figured out how to jam in an optional third row of seats. But the ride back there isn’t pleasant for anyone larger or less compliant than 10 year olds. With all seven seats in use, the cargo capacity (up to 89.7 cubic feet with the rear seats down) almost vanishes just when it is needed most.

Without the third row, a sliding rear cargo deck is perfect for tailgating. There is also a “party mode” button, which redirects the stereo’s output to the back for maximum partying.

Toyota decided to keep the one-piece tailgate and the rear window that powers down. This provides flexibility when hauling kayaks, lumber or brass hat racks.

General Motors, Ford and Chrysler are having tomove away from body-on-frame S.U.V.’s toward more carlike crossovers and there are now fewer choices for those who need truck-solid performance and off-road abilities. Now, more than ever, there is nothing quite like a 4Runner.