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The Crew Max cab tundra will not accommodate a goose neck hitch. The bed is too short. I've seen a lot of cab corners crushed with 6.5 ft beds. The bed on the Crew Max is around 5 ft.

jmra wrote:The Crew Max cab tundra will not accommodate a goose neck hitch. The bed is too short. I've seen a lot of cab corners crushed with 6.5 ft beds. The bed on the Crew Max is around 5 ft.

That can happen even on a 8 ft. bed...just easier to to do on a short bed. The most common indicator of someone pulling a gooseneck is the "bowed out" tailgate...lol

talltex wrote:

jmra wrote:The Crew Max cab tundra will not accommodate a goose neck hitch. The bed is too short. I've seen a lot of cab corners crushed with 6.5 ft beds. The bed on the Crew Max is around 5 ft.

That can happen even on a 8 ft. bed...just easier to to do on a short bed. The most common indicator of someone pulling a gooseneck is the "bowed out" tailgate...lol

I have pulled bumper-pull stock behind it for a few years now. I have pulled goosenecks (not behind this truck), just not a great deal. The bed length is 66", and we have seen several CrewMax trucks pulling GNs. I would think as long as one knows it is back there, it should be ok, no?

talltex wrote: Just to be sure I looked up the trailer to check on the weight, because 3000lb sounded light even for aluminum, given the size. Their brochure lists the trailer weight for the #8541 from 4600 to 5400 lb depending on options such as width and height and doors, so you should still be within the weight rating (which are conservative), but might have to unload the trophies every every month or two

It is an older model, basic with no bells/whistles (yet). I'm trying to find out specifics now.

jimlongley wrote:

The Annoyed Man wrote:
I still have an electronic brake controller on my Pathfinder and haven't used it in a long time, but it does take some getting used to.

And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

I have a goose neck RV. Last year, I went to look at the Toyota Tundras and talked to the salesman about the crewcab and pulling my RV. He told me the bed was too short (even with a sliding hitch) and he would not recommend it...

strider67 wrote:

talltex wrote:

jmra wrote:The Crew Max cab tundra will not accommodate a goose neck hitch. The bed is too short. I've seen a lot of cab corners crushed with 6.5 ft beds. The bed on the Crew Max is around 5 ft.

That can happen even on a 8 ft. bed...just easier to to do on a short bed. The most common indicator of someone pulling a gooseneck is the "bowed out" tailgate...lol

I have pulled bumper-pull stock behind it for a few years now. I have pulled goosenecks (not behind this truck), just not a great deal. The bed length is 66", and we have seen several CrewMax trucks pulling GNs. I would think as long as one knows it is back there, it should be ok, no?

talltex wrote: Just to be sure I looked up the trailer to check on the weight, because 3000lb sounded light even for aluminum, given the size. Their brochure lists the trailer weight for the #8541 from 4600 to 5400 lb depending on options such as width and height and doors, so you should still be within the weight rating (which are conservative), but might have to unload the trophies every every month or two

It is an older model, basic with no bells/whistles (yet). I'm trying to find out specifics now.

jimlongley wrote:

The Annoyed Man wrote:
I still have an electronic brake controller on my Pathfinder and haven't used it in a long time, but it does take some getting used to.

And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

The only way you could do it with the CrewMax cab would be to mount the hitch to the rear of the axle which would greatly affect towing capacity and handling. Would work fine with any of the other cabs in the tundra but not the CrewMax.

strider67 wrote:

jimlongley wrote: And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

Yeah, but those times aren't near as memorable. That time we were coming off 44 to get to 35 headed for Lewisville from Chicago. Doing fine the whole trip until we got to OKC where things got ugly (OK, there was that thing about circling Tulsa once) with a left exit from one highway leading to a very rough single lane ramp which was a left entrance to the southbound road, in heavy traffic, and nobody willing to give the long vehicle that doesn't accelerate fast a break. Got up next to a lady who appeared to slow as if she was going to let me in, and then she sped up and kept pace with me as I ran out of lane. As I turned to check sides and mirrors my knee must have hit the controller and caused the inertial weight to hit, which applied the trailer brakes, and since I was under acceleration as hard as that 318 would go, everything kind of swung, and the weight swung like a bell clapper and hit the brakes for me again. The whole rig was flopping around like a fish out of water and it was not very comfortable, but the lady got out of the way. And then came the "Pavement Height Changes" sign . . .

One good time - going through St. Louis with construction going on, as if the signage for 55, 64, and 44 isn't confusing enough to begin with, got pinched out of the ramp I needed to get to, and then pinched into an exit only lane that took us off the highway onto city streets right next to Busch Stadium. Wandering around trying to find wider streets and a ramp back on to the highway, we happened upon a nice young lady cop, who was kind enough to not only give us directions, but actually escorted us onto the ramp with her lights on. Could have used her all the way up the ramp, which we hit at about 25mph and then had to climb 2 stories in about 100ft and get up to 55mph to merge. But at least we were finally on 44. And we got to see the arch, several times.

We had the same truck. 5.7L, crewmax. I think ours was rated for 10.5k.
One thing that truck has - great brakes.. It's not like your basic 1/2 ton from 2000.
I've towed with it a lot. 6000 lb boat, no problem. 8500 lb trailers got heavy, especially when they were really tall (small toy hauler).
I high quality brake controller is a must - know what you want to buy before you go in and ask, otherwise you'll get sold what they carry.
No idea on the gooseneck thing, but that seems like something you'd want to look into up front.

cb1000rider wrote:We had the same truck. 5.7L, crewmax. I think ours was rated for 10.5k.
One thing that truck has - great brakes.. It's not like your basic 1/2 ton from 2000.
I've towed with it a lot. 6000 lb boat, no problem. 8500 lb trailers got heavy, especially when they were really tall (small toy hauler).
I high quality brake controller is a must - know what you want to buy before you go in and ask, otherwise you'll get sold what they carry.
No idea on the gooseneck thing, but that seems like something you'd want to look into up front.

The "gooseneck thing" is just that one of the big advantages of the gooseneck design (in addition to the weight distribution) is the ability to maneuver it because the trailer can swing past 90 degrees when turning and backing up...that comes with the risk of someone jackknifing it too far and actually hitting their own truck with the trailer which JMRA was referring to. Because the shorter bed doesn't position the downward "gooseneck" as far away from the cab as it's intended to be, the upper part of the "neck" will hit into the cab if you turn it too sharply...the same way a bumper pull trailer will hit into the rear bumper when you get past about 80 degrees from the ball.

I understand.. The CrewMax rear axle will be close to the cab, if the goosneck design allows part of the trailer below cab height, I see how it could be limiting.

That Tundra was the best gas truck I've never owned or driven...

Why not buy a real truck?



Anygunanywhere

anygunanywhere wrote:Why not buy a real truck?



Anygunanywhere

The right tool for the job...
We used to have a 37' 5th wheel trailer that weighed just under 15k. Owning a tundra was not an option. First thing I did after selling the trailer - bought a Tundra.

Am I the only one who read the topic and wondered "What the heck is a 3 HP engine going to do in a Tundra?"

MasterOfNone wrote:Am I the only one who read the topic and wondered "What the heck is a 3 HP engine going to do in a Tundra?"

No. But you & I are the only ones willing to admit it.

jimlongley wrote:

strider67 wrote:

jimlongley wrote: And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

Yeah, but those times aren't near as memorable.

So true. Say, what about that time when...

jmra wrote: The only way you could do it with the CrewMax cab would be to mount the hitch to the rear of the axle which would greatly affect towing capacity and handling. Would work fine with any of the other cabs in the tundra but not the CrewMax.

Several trailer and RV places have insisted with the proper receiver and a 4" offset ball, the CrewMax would accommodate a 3-horse trailer with ease. We have neither decided for nor against at this point.

cb1000rider wrote: ...high quality brake controller is a must - know what you want to buy before you go in and ask, otherwise you'll get sold what they carry.

Great advice, I am studying those now...

anygunanywhere wrote:Why not buy a real truck?

BLG wrote:

MasterOfNone wrote:Am I the only one who read the topic and wondered "What the heck is a 3 HP engine going to do in a Tundra?"

No. But you & I are the only ones willing to admit it.

That's funny.

strider67 wrote:

jimlongley wrote:

strider67 wrote:

jimlongley wrote: And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

Yeah, but those times aren't near as memorable.

So true. Say, what about that time when...

jmra wrote: The only way you could do it with the CrewMax cab would be to mount the hitch to the rear of the axle which would greatly affect towing capacity and handling. Would work fine with any of the other cabs in the tundra but not the CrewMax.

Several trailer and RV places have insisted with the proper receiver and a 4" offset ball, the CrewMax would accommodate a 3-horse trailer with ease. We have neither decided for nor against at this point.

cb1000rider wrote: ...high quality brake controller is a must - know what you want to buy before you go in and ask, otherwise you'll get sold what they carry.

Great advice, I am studying those now...

anygunanywhere wrote:Why not buy a real truck?

BLG wrote:

MasterOfNone wrote:Am I the only one who read the topic and wondered "What the heck is a 3 HP engine going to do in a Tundra?"

No. But you & I are the only ones willing to admit it.

That's funny.

The trailer places want to sell you a trailer. They will tell you anything it takes to make a sale. They will also make you sign a waiver relieving them from all liability for the setup they are recommending. During my years of RVing I can't tell you how many overloaded dangerous set ups I saw leave trailer/RV dealers. Trust the specs from the vehicle manufacturer. Do not believe a word you are told by trailer/RV dealers - they do not have your interest in mind.
The right tool for the job. The CrewMax is not the right tool for what you are trying to do.