Quote:
Originally Posted by brulaz
Well, the differential is 3.73, I think.
For comparison, the differential numbers I have for the Ford 150, GMC Canyon, Dodge Dakota and Mazda B-Series compact are 3.55, 3.73, 3.92, 4.01 respectively.
5th gear in the auto is 1.0 (4th is 0.73) and High in the 4x4 transfer case is 1.0 too.
Of all the V6 compacts, the Tacoma has the most torque, but it's reported at 4000rpm (266@4000). The Ford F150 V8 has 294@4000. Not sure how they do at lower rpm's. My Passat diesel may have more (247@1900)! I would love a small diesel in this thing.
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Torque is measured at the flywheel. That's why I asked about the final drive ratio. The lower the gears, the more torque that gets to the ground at the same vehicle speed (because of the higher engine RPM).
The thing that I really loved about my S10 4.3 V6 was that it developed 260# of torque @ 2600RPM. My Silverado 4.8 V8 develops 295# @ 4000RPM and less torque at 2600RPM then the 4.3 V6 did. Like your Tacoma, the max torque is reached @ 4000RPM and no one revs their engine that high over long steep grades (at least I hope they don't). Therefore, the "Real" pulling power on the S10 4.3 V6 was higher (plus the truck was substantially lighter).
I would think that your Tacoma has about the same (or even higher) actual pulling power as my Silverado V8 (3.23 gears) due to your lower gear ratio and far lighter weight (you are probably 2K# lighter over-all).
However, pulling power is only part of the towing experience. What really counts is breaking power. We are probably about equal there. Your truck being lighter allows for your smaller brakes. However, you should be very cautious on long down-hill grades (as should we all). That TM is going to be pushing you hard and the electric brakes on the TM will fade sooner than your truck brakes will. If/when the TM brakes fade, your TV brakes may be shortly behind them.