Be sure to read part one if you haven’t already.

Question 6: How much wear-and-tear does towing put on a normal, un-modified automatic transmission? Can a transmission rebuild or valve body kit reduce this wear-and-tear? If so, how?

John: Towing is probably harder on the transmission than it is on any other part of the vehicle. The actual amount of wear and tear is going to depend on a lot of factors, but towing is always going to increase wear.

A valve body modification is going to quicken shifts, make shifts a more efficient transfer of power, and result in less slippage and less heat (especially at the clutches themselves). This is a durability improvement because the clutch lining stays cooler, reducing wear and heat build-up.

Click here to view the embedded video.

A performance transmission rebuild includes a ton of durability improvements that range from metallurgical treatments and processes that increase the strength of the geartrain components and sprags, to the addition of discs in the clutch packs to greatly increase their holding capacity. The additional discs we add are made from a high performance material that not only has a higher coefficient of friction, but is also much more resistant to heat.

Of course, all of the valve body work is included in the full build as well.

Question 7: What transmission modifications would you recommend to a Tundra owner who tows on a daily basis?

John: In no particular order for towing I would recommend:

• Putting the biggest external trans cooler that will fit easily on the vehicle (in conjunction with using the factory oil to antifreeze unit)
• Using a good synthetic ATF
• Getting the valve body work done

Question 8: Your website mentions some pretty dramatic performance improvements for your high-stall torque converters – anywhere from .5 seconds to 1 second in improved quarter mile times. Is there a trade-off in reliability with these units?

John: Actually, reliability is improved. In addition to configuring torque multiplication and stall speed to match the application, there are many durability improvements that we do at the same time.

Our converters include furnace braised or welded fins, an improved material converter lock-up clutch, and – in most cases – a better set of internal bearings. You end up with a much stronger unit than the stock piece.

Question 9: Just for fun – what’s the fastest you’ve ever driven a 1/4 mile? My fastest is 12.73
seconds…pretty tame.

John: 8.87@150mph…still pretty tame but it was also a street legal, street driven vehicle.

Finally – the last question from part one of the interview…

Who makes the best transmission between GM, Ford, Dodge, and Toyota?

John: Out of those three I’m going to say Toyota.

Special thanks to John Lombardo of IPT for answering our questions. Anything we forgot to ask?

Check out this list of available Toyota Tundra shocks

At the request of Charles, a TundraHeadquarters.com reader, we contacted Import Performance Transmissions to learn more about their performance transmission options for the Toyota Tundra.

Our interview is with John Lombardo, founder and co-owner of IPT. John has been making performance modifications to transmissions since 1987.

Question 1: Are the bulk of your customers looking for more performance from their factory transmission?

John: Yes, but performance is a pretty broad term. Our customers range from people with totally stock vehicles who just want a stronger, more reliable transmission, to rock crawlers and racers with 6 second vehicles.

Question 2: Often times automakers, in an effort to save money, make design compromises that hurt performance. Generally speaking, what are the three most significant limitations/design compromises of an OEM automatic transmission?

John: I would say that first, factory transmissions are designed more for fuel efficiency and “shift pleasability” than they are for solid performance. I also find that factory transmissions don’t have any “extra” capacity or strength. If you modify your truck and increase power, the factory transmission might not be able to handle it.

Question 3: While I understand why a sports car owner would be interested in making their transmission “faster” (for lack of a better word), why would a truck owner who isn’t worried about speed be interested in a performance rebuild kit or modified valve body?

John: First, let’s address a misconception. The concept that a performance transmission is going to make you significantly faster is false. While a faster shift may result in something measurable on a time slip, it’s going to be pretty minimal.

The main reason that anyone should want to invest in performance transmission work is for the increased durability. Having your truck shift more “like a truck” is also something that many people like.

Question 4: It sounds like a modified valve body makes shifts much firmer – have any owners found the shifts to be too firm?

John: We don’t do the super-firm “break your neck” type of shift thing. I learned many years ago that even if someone asks for that they will hate it sooner or later.

That said, our modification is customizable to a customer’s preference. We have a minimum setting that will provide good durability and extend the transmission’s life and we then can go up from there in regards to shift feel.

Question 5: What half-ton truck manufacturer makes the best transmission in your opinion – Ford, Toyota, Dodge, or GM?

John: Read part two for the answer to this question and others!

Check out this list of available Toyota Tundra shocks

1 – Factory shocks are a compromise. Every vehicle marketed in North America, even those which are intended to provide maximum performance, have several compromises designed into their suspension systems. One of the most glaring is shock absorber specs. Stiff shocks might be great for fast reactions on the race track, planting serious power on launch or controlling body movement on an off-road trail, but they don’t cut it when it comes to comfort for the majority of drivers. The Toyota Tundra’s shocks err on the side of comfort to the degree where they don’t even come close to showcasing the limits of what the vehicle’s chassis has to offer. Aftermarket shocks provide you with the chance to match the response of your suspension with the intended purpose of your truck.

If you are going to lift your Tundra, then you will want to make sure your shock absorbers can function within spec.

2 – Factory shocks are designed for a very specific operating range. Want to lower or lift your Tundra? Be prepared to deal with reduced shock performance. When Toyota designed the Tundra’s suspension system they meant for it to be operated within a very close approximation of the stock ride height. If you decide to stray too far in either an up or down direction from that stock spec, then you will no longer benefit from optimum shock response. Once again, the aftermarket provides shock absorber answers to match your ride height plans.

3 – Factory shocks are cheaper quality but often higher cost than after market models. Remember, when Toyota prices out their replacement parts, they’re usually charging 2-20 times more than they paid for the part. They do this because, frankly, they can.

Factory/OEM parts are usually the highest quality option, but when it comes to wearable items like shocks, Toyota shocks aren’t any better than after market shocks. In fact, shocks are one of the few parts where it’s better NOT to buy a factory replacement.

4 – Factory shocks might contribute to the dreaded “bed bounce.” Some Toyota Tundra owners are plagued with bed vibration that can throw cargo around and which might also shorten the life of the body. It has been suggested that aftermarket shock absorbers can help absorb some of the vibration that causes this problem, although there has been no official word from Toyota regarding this potential fix.

There are of course other reasons why truck owners move to aftermarket shock absorbers, but these are some of the most popular. If anyone has any particular experience with aftermarket shocks and would like to recommend them for a reason we might have missed, please feel free to do so in the comments section.

Also, check out this list of available after market Toyota Tundra shocks.

Check out this list of available Toyota Tundra shocks

Stock Replacements – Standard Ride Height to Mild Lift

Skyjacker Nitro 8000 Shocks

Skyjacker’s Nitro 8000 shock absorbers are meant to provide speed-sensitive dampening for both stock and lifted trucks. Nitro 8000’s use polyurethane bushings and a 14mm diameter, and provide a twin-tube design with a lifetime warranty. They are also extremely inexpensive – it is possible to equip an entire Tundra for under $200.  There is also a slightly less costly Hydro 7000 line of shocks that fit the Tundra, and the Hydro line is oriented more towards comfort on the road than aggressive trail antics while still accommodating some lift.

Rancho RS5000 shocks come with a lifetime warranty.

One of the biggest names in aftermarket shock absorbers for pickup trucks provides two Tundra-specific options. The first is the typically wallet-friendly RS5000 – compare prices at StreetSideAuto and AutoAnything and you’ll see that “typically” doesn’t apply in the case of the Tundra. Still, the RS5000 is one of the original twin-tube models sold by the shock icon and one whose speed-sensitive damping skills still hold up today. All Rancho products feature a lifetime warranty and you can’t beat the brand’s reputation, so they’re definitely worth a look.

Tuff Country SX6000 shocks - maximum 2" lift is recommended

Tuff Country offers the SX6000 and the SX8000, each of which are aimed at slightly lifted versions of the Tundra. The SX8000 provides a thicker piston rod as well as the capacity to handle more rugged territory than the SX6000. Two inches is the maximum recommended lift when installing these shocks, which means they’re ideal replacements for trucks with a front-end lift or leveling kit.

Shocks For Lifted Trucks

Fabtech Performance offers a shock design for the Toyota Tundra that can accommodate a lift of up to six inches of lift in the front and four inches in the rear. The design offers polyurethane bushings, a 14mm diameter, hydraulic foam cell construction and comes with a lifetime warranty. Pricing is similar to the Skyjacker options (about $40 per shock), which makes these heavy-duty monsters surprisingly affordable.

Fully Adjustable

RS9000XL adjustable shocks are for big lift owners who want maximum control.

The RS9000XL model is a step up that provides nine different adjustability settings that can be dialed in directly on the shock itself or remotely, if desired, using a special companion kit. These shocks offer a unique tri-tube design to increase the fluid reservoir, and are meant to provide either total trail readiness (stiff) or excellent street manners (soft). The RS9000XL is a solid performer, but it comes at a cost at least three times that of the non-adjustable shocks on this list.

Pro Comp 6" lift kit with MX6 adjustable shocks

Finally, we end with Pro Comp’s MX6 adjustable shocks, part of the Pro Comp 6″ lift kit (either the stage II 6″ lift kit or the stage I). The truck above was featured a few months ago as a the ultimate Motocross accessory, and it’s relying upon Pro Comp MX6 adjustables.

Obviously, there are a LOT of shocks on the market. Hopefully, this post will give you some idea of the more common and affordable options.

Check out this list of available Toyota Tundra shocks

Acceleration vs Towing Power

We asked Jack if Unichip tunes the Toyota Tundra to enhance full-throttle acceleration and top speed or if they geared more towards producing a torque curve that was better suited to towing and hauling. His answer surprised us. According to Jack, the engine in a truck has no idea whether it is pulling something, blasting down the quarter mile, or climbing rocks on the trail. All the motor cares about is how much air and fuel it needs at a given RPM to generate horsepower. As a result, Unichip’s ECU programming is designed to wring as much as possible from the engine when the pedal is pushed near or to the floor.

Jack’s candid response to our question made us realize that, in order to see a torque curve that’s programmed to favor racing or towing, it’s probably necessary to visit a dyno tuner who can design a custom tune . Unichip’s focus is on maximum power and drivability across all engine speeds, which means one their Unichip tuners works for all applications.

You'll never guess what Unichip told us about gas mileage...

Fuel Economy and Gas Mileage

Continuing our quest to get to the truth behind many of the claims made about chip tuning, we also asked Jack about the fuel mileage improvements that might be associated with installing a Unichip tuner. He told us that in the tuning business, gas mileage is a “frequently discussed and poorly understood performance measurement.” Essentially, fuel economy is largely a function of personal driving style, which leads some truck owners to report an improvement in mileage while others see their truck actually consume more gas despite using the same tune.

Jack said that Unichip makes no specific claims regarding the effects of its tunes on fuel mileage, but do provide an in-depth explanation of what owners can generally expect from its tunes on their website. In general, he says that:

• Drivers using their trucks to tow or haul should see a gas mileage improvement with a Unichip tuner.
• On a daily basis, the amount of gasoline consumed by a Tundra probably won’t change noticeably with a Unichip tuner.
• At the end of the day, it’s all about the driver’s foot…but extra power can help improve gas mileage under heavy loads. If you drive with a heavy foot, it’s unlikely your mileage will get any worse.

[Jason's Note: You've got to love a company that resists the temptation to make some sort of claim here...it would have been very easy for Jack to sell us a line here. Very admirable.]

The Unichip and Transmission Shift Points

As a follow-up, we asked Jack whether the Unichip tune had any effect on the Tundra transmission’s shift points.  He told us that while those running a Unichip map will see a difference in shifting due to the increase in power provided by the tune, the kit itself does not interact with the transmission in any way. Jack recommended investigating more direct transmission control devices for those looking to firm up the shifting of their automatic gearboxes.

The Question of Octane

Unichip provides a high octane fuel map with its tunes, and we were curious as to whether Jack could tell us exactly what octane rating they should use in their Tundras when running this particular configuration. He replied that the company is capable of offering “High Octane,” “Mid-Grade” and “Low Octane” performance maps, which translate into 92, 89 and 87 octane fuels respectively. The maps allow for a deviation of one octane point up or down with no issues.

He also said that Unichip offers products for the Toyota Tundra that can handle as many as five specific maps. The basic Unichip kit uses a mechanical switch that allows the owner to choose between two different maps. Upgraded kits offer a five-position switch, allowing for even more precision depending on fuel used and accessories that are “activated” (i.e. a setting for NOS).

Unichip also provides the option of a Bluetooth interface system called Flux which provides wireless access to as many as five maps.  Jack said that the company doesn’t charge more for additional maps, and that the only cost increase comes with purchasing the different equipment required for drivers to take advantage of the extra tuning configurations.

After hearing the truth about application-specific ECU tuning straight from the horse’s mouth, in addition to finding out the real story behind chip tuning and fuel economy, we had only a few questions remaining for Jack as we wrap up our Q & A session. In our fourth and final post we try to get to the bottom of how Unichip is able to interface with Toyota’s computer systems, and also ask Jack for his opinion regarding the upcoming “black box” legislation that will see data acquisition technology installed in every new automobile sold in the United States.

For some really in-depth info, check out Jack’s Unichip blog.

Check out this list of available Toyota Tundra shocks

How does Unichip customize engine tuning for air intakes and exhaust systems?

In other words, if you want to learn a little bit about how air intakes and exhaust systems impact your truck’s computer system, read up.

The Effect of Engine Mods

We asked Jack if there were any types of performance modifications which would require special consideration when Unichip programmed a tune for a specific Toyota Tundra.  Specifically, we were curious to know how much impact air intakes and exhaust systems had on performance chip tuning.

The answer that Jack gave us was a bit surprising, and fairly in-depth. Boiling his response down to the key points that he wanted to communicate:

1. Intakes and exhausts certainly do change the amount of airflow passing through a motor, but that is not the critical factor.
2. From a tuning perspective, it’s more important to consider how much air that a truck’s ECU thinks is passing through the motor more than it is to adjust for a specific airflow.
3. Since the stock Toyota Tundra’s ECU bases all of its timing and fueling decisions on how much air that its sensor data tells it is being processed and how fast the engine is spinning, the key is to alter that perception in order to improve performance.

Cold Air Intakes versus Exhaust Modifications

Jack explained that many after market cold air intakes use a number of mechanical ‘tricks’ to manipulate data from the airflow sensor and convince the ECU to advance engine timing. The usual trick is to change the diameter of the air intake tube in order to effect the readings of the mass air flow (MAF) sensor. If you can slow down the air that crosses the sensor, the engine will assume airflow has decreased. It will then run slightly lean, which is usually good for a few extra horsepower.

The problem with this trick is that it really only works for a specific RPM band. This is why air intakes often seem to “take” power from one RPM band and “give” it to another – they’re relying upon a mechanical method to influence a digital reading.

In contrast, headers and catback exhaust systems that allow for greater airflow don’t interact with the ECU at all. Sensor data remains true with or without an after market exhaust upgrade, which means that a new muffler or set of headers are less likely to mess with your truck’s power curve than an air intake. This doesn’t mean that air intakes aren’t a worthwhile upgrade – it only means that exhaust upgrades have a more consistent impact on power than an air intake…at least on trucks without a Unichip programmer!

When Unichip custom programs a tune for a specific Tundra, they need to know exactly what CAI is installed. Using this info, they can customize the readings from the MAF sensor to account for any intake tricks and smooth out the power curve. This gives you the best of both worlds – an air intake that’s less restrictive and an engine computer that corrects for less than optimal MAF readings outside the air intake’s ideal RPM band.

How Hard Is a Unichip Re-Flash?

Because each UniChip must be custom tuned to a specific truck, we asked Jack if it was difficult to re-flash a Unichip tune should an owner modify their truck in the future. He told us that the process was as simple as removing the Plug ‘n Play harness and plugging the OEM plugs back into the ECU, which returns the vehicle to its stock engine management. The chip can then be sent back to Unichip to be reprogrammed for a nominal fee of $25, plus shipping costs. Jack again stressed that there are not many modifications which will require a reflash, but the CAI installations or internal engine work typically did require a new program.

Custom Tuning Solutions

Since Unichip designs each of its tunes on a physical truck that has the same after-market equipment as a customer’s vehicle, there are situations when Unichip doesn’t have a program for a particular set of components. In these situations, there are a couple of different options for owners.

The first is to take a chance with a tune that is very close to the specific modifications that a customer is running. This is usually a perfectly acceptable option. However, if you’re really trying to squeeze every drop of power out of your engine, Unichip offers a Custom Tuner program where professionals can meet with truck owners and provide them with a tune unique to their vehicle.

Finally, if you’re a professional tuner or a die-hard enthusiast, Unichip offers their Uni-Tune kit. This allows people to tune Unichips themselves using nothing more than a home computer (but a dyno seems like essential equipment too).

In the next part of our Q & A series with Jack, we’ll get a chance to hear his thoughts on gas mileage, towing, and performance chips.

For some really in-depth info, check out Jack’s Unichip blog.

Check out this list of available Toyota Tundra shocks

We started out by mentioning to Jamie that both the short and long tube header options offered by Doug Thorley appeared to offer a similar increase in low-end torque, with only a slight advantage going to the long tube units. This seemed to go against the conventional wisdom in the truck performance world that short tube headers can actually rob an engine of low rpm torque, especially in comparison to stock manifold designs.

Jamie told us that historically, most shorty header designs were only capable of offering horsepower and torque improvements from mid-range rpm’s onward. However, the Doug Thorley short tube headers were designed in a tri-y configuration that works to maintain a constant power increase throughout the entire power band. This was a special concern when the headers were being designed given that the Tundra is heavier than most of the vehicles that the company typically builds headers for.

Jamie also said that the decision to build a tri-y design stemmed from the reality that most Tundra drivers are going to be using their extra power in a practical application, rather than heading out to the race track where top end speed is at a premium.

Despite Jamie’s assurances that there were minimal performance differences between short tube and long tube headers, we did ask him whether drivers who were most concerned about maximum towing and hauling capacity – areas where low-end torque is especially important – should stick with a long tube design. He told us that he would recommend long tubes specifically in these cases because the units produced by Doug Thorley have shown a larger power increase right around the 3,000 rpm mark, which is where most tow rigs could use an extra boost.

Do Headers Help Gas Mileage?

Our last question for Jamie was regarding fuel economy improvements associated with a header install. We didn’t expect him to give us an exact mpg number – driving style plays such a large role in this type of performance calculation – but he was able to tell us that typically Thorley customers report improvements in the one to three mile per gallon range. He also said that given this efficiency increase, if you can keep your foot out of it then a set of headers from his company will pay for themselves in about a year through fuel savings alone.

It’s always great to be able to pick the brain of an exhaust expert like Jamie, and we really appreciate the time he took out of his busy schedule to answer our header questions. You will notice that we made sure to inquire about the benefits of short versus long tube headers in a Tundra application. This is a somewhat touchy topic amongst many in the Tundra community. Jamie himself appears to favor a long-tube approach for the Tundra, especially looking at how he answered our questions about towing and daily use.

That being said, he is quick to point out that the dyno data indicates that both the short and long-tube options provided by Doug Thorley outflow the stock factory units. The short versus long-tube debate it would seem is far from over – perhaps we can present a more in-depth investigation of the pros and cons of each design for the Tundra in the future.

Check out this list of available Toyota Tundra shocks

We interviewed Jamie Joyce, the Automotive R & D Manager for Doug Thorley Headers, last week in order to ask some questions about general questions about headers, and specifically how they can help improve the Tundra’s performance.

Question 1: How much better do Doug Thorley headers flow compared to the stock 2007 and up Tundra exhaust manifold?

We were particularly curious as to the answer to this question due to the fact that the 5.7 liter Tundra’s stock equipment has such a stellar reputation. We also asked Jamie what exactly they did in order to improve on the Toyota design, and if it was difficult to produce meaningful power gains.

Dyno graph for a Tundra 5.7L V8 with Doug Thorley short tube headers

Long tube Doug Thorley headers on a Tundra 5.7 (click for a larger view)

Jamie’s response was that Doug Thorley introduced scavenging into the Tundra header mix, which was absent from the stock units. According to Jamie, while scavenging is essentially headers 101 for the aftermarket, Toyota didn’t rise to the occasion when producing their stock units due to the fact that their tri-y design doesn’t actually offer a true division between each tube. As a result, there are runners which are simply dumped into the first available tube for each header. He further went on to explain that the lack of a smooth transition between primaries and the merge collector in the stock headers also fight against adequate scavenging. The Doug Thorley units take care of this problem by offering three distinct collectors per side, in addition to pairing up each tube according to the engine’s firing order in order to properly phase the headers.

The proof, as they say, is in the pudding. The dyno graph above shows a solid increase in torque from about 2,000 RPM on.

Question 2: Is there any benefit to installing headers without an after market cat-back exhaust system already in place?

Jamie assured us that all of the headers that Doug Thorley tests on the dyno in order to back up their performance claims are done with fully stock exhaust systems. Their dyno graphs indicate that usable power is definitely generated by their headers even in the absence of a full exhaust treatment.

We did follow-up with a question asking whether there were any particular catback systems that he would recommend in order to match up well with the headers produced by his company. Jamie’s response indicated that higher cost, higher quality catbacks outperformed inexpensive units, but that it was largely a question of personal preference when it comes to sound, not total power output when it came to differentiating between the major manufacturers.

In other words, it doesn’t matter what Tundra cat-back exhaust you buy so long as you buy a good one.

That wraps up the first part of our discussion with Jamie from Doug Thorley headers, in which he helped us understand why we might want to consider an aftermarket solution to replace our stock Tundra units. In the second and final parts of our interview we will delve into one of the most contentious aspects of the header debate – short tubes versus long tubes – and get some long-awaited answers regarding pickup truck applications for each.

Check out this list of available Toyota Tundra shocks

The first part of our interview with Unichip

We were given the opportunity to interview Jack Friedman from Unichip, one of the authorities in ECU tuning. Unichip has been in business for more than 15 years, and during that time the company has maintained a strong presence supporting the many different engines offered in the Tundra. Jack provided us with an almost overwhelming amount of information concerning the ins and outs of Tundra tuning, and we’ll be sharing that info in a series of posts that should help Toyota Tundra owners get a better understanding of the ECU tuning process.

Question 1: A Tuner for the New Tundra 4.6L

We asked Jack about the availability of a Unichip option for 4.6 liter editions of the Toyota Tundra.  Currently, the company provides a chip for the 5.7 Tundra both with and without a TRD supercharger.

Jack’s response was that, historically, Unichip has not seen strong interest from smaller-engine pickup truck owners when it came to seeking out performance tuners, and as such the company has no current plans to release a product for the 4.6 liter V8.  That being said, he did offer the possibility of a group buy from interested Tundra 4.6 owners, as the company is capable of rapidly putting together an effective tune for the power plant.

Question 2: A Tuner for the 4.0 V6 Tundra

Along the same lines, we asked if the Unichip offering for the Tacoma’s 4.0 liter V6 could be installed in a 4.0 V6 Tundra. According to Jack, the answer is yes (with a few caveats). Since the engines are the same, the programming for the chip itself would not have to change when moved from the Tacoma to the Tundra.  However, the ECU’s themselves are physically different, which means that a different Unichip Plug ‘n Play harness would have to be used in order to connect the chip to the Tundra’s computer.

Jack was fairly confident that the Tacoma chip would work in the bigger truck without any issues, but he did qualify that statement by saying that since Unichip has yet to test this particular configuration there could be some minor electrical differences between the two ECU’s that would need to be worked out.

That wraps up the first part of our interview with Jack at Unichip, covering some of the questions that are relevant to those not driving around behind the 5.7 liter V8.  In our next post, we will talk with Jack about some of the myths and misconceptions surrounding engine modifications and how they affect engine tuning.

Check out this list of available Toyota Tundra shocks

The BakFlip is one of the slickest tonneau covers you can buy for your Tundra

BAK has come up with a very innovative way to enjoy a locking tonneau cover and still preserve the ability to easily load up your Tundra with oversized items. The product is called the BakFlip tonneau cover, and at first glance it appears to be a standard segmented tonneau cover that offers three separate lockable compartments in the truck bed. However, on closer inspection it becomes clear that the BakFlip is unlike any other tonneau cover currently available on the market.

The BakFlip is special because it can be folded towards the cab and then ‘rolled up’ against the back window, opening up the entire cargo bed in a matter of seconds. When it’s time to secure the bed and close up the cover completely, the BakFlip also features a locked positioned at the tailgate. Once unlocked, one, two or all three of the BakFlip’s segments can be folded flat on top of each other, opening up as much room as needed for whatever you might be looking to carry in the truck bed. When fully retracted and rolled up against the back window, the BakFlip rests against the top of the Tundra’s  cab, using special foam attachments to prevent scratching and a set of locking struts that keep the tonneau cover from falling back down onto the cargo.

Click here to view the embedded video.

Perhaps best of all, the BakFlip is really easy to install. In fact, it is designed to be a lot lighter than a rigid one-piece fiberglass unit, which makes the entire installation process a one-person job. AutoAnything has put together a two-minute video detailing the installation of the BakFlip on a Toyota Tundra, and seeing the process unfold in such a short space of time really does a good job of illustrating how simple the BakFlip design really is. A few clamps, some protective tape, and tightening a couple of wing nuts is really all it takes to start enjoying a fully protected cargo compartment. The cover is completely weatherproof and ensures a dry and clean truck bed 12 months out of the year.

After having been forced to choose for years between either the convenience of a roll-up vinyl cover or the security of a lockable, hard plastic unit, it’s great that a company has finally stepped up and provided the type of solution that successfully marries the best of both of these worlds.

Check out AutoAnything.com and StreetSideAuto.com to find the best deal on a Bakflip tonneau cover for your Tundra.

Check out this list of available Toyota Tundra shocks