1. They’re pretty much the same as a normal engines. Aside from a different set of spark plugs that can pulse more fuel and a more corrosion resistant fuel system, flex-fuel engines are essentially identical to regular old gasoline engines. To see what “essentially” means, read more below.

2. When you run E85, your fuel economy drops 20-30%. This is because ethanol contains less chemical energy than gasoline. Put another way, ethanol burns cooler than gas, so it takes more than one gallon of ethanol to do the same amount of traveling that you can do on one gallon of gas. Provided that E-85 is at least 20-30% cheaper than gas, it’s a push. Otherwise, running E-85 might be costing you money.

3. E-85 absorbs water like crazy. That’s not a scientific observation of course, but it’s a good description. Check this out:

ethanol is hygroscopic by nature. This means that it immediately soaks up water both in liquid form and as condensation right from the atmosphere. Hence ethanol cannot be transported through petrol pipelines. Worse yet is that any prolonged exposure to the air itself can begin to dilute ethanol (due to water absorption)

This explanation from the Energy Refuge blog is specifically about the transportation problems associated with pure ethanol, but all of the above information applies to E-85 fuel.

E-85 will absorb whatever water is nearby, and given enough time it will dilute itself enough to cause combustion problems. While is is very rare, it *is* technically possible. The downside to water absorption is that burning “wet” E-85 can cause excessive amounts of formic acid to be created during combustion. Formic acid can eat engines, which means that…

4. A flex fuel engine’s parts are treated to resist formic acid. Because the risk of water contamination in an E-85 engine are fairly high, automakers use a special nitride coating on all the internal engine parts that may be exposed. This prevents excessive wear if a particularly watery batch of E85 is burned.

5. Manufacturers may recommend more frequent oil changes when running E-85. If you live in an area where E-85 is readily available and cost effective, you may be using it every day. If so, your local dealership may suggest you change your oil more frequently. Their reason? Acids formed during ethanol combustion can reduce the lubrication properties of motor oil, therefore requiring more frequent changes.

Unfortunately, this is pure hogwash. Most modern oils contain more than enough detergents to nuetralize the acids that E-85 may produce without compromising lubrication, so they do not need to be changed any earlier than normal. Read more about why more frequent oil changes are not needed if you’re running E-85 if you’d like to find out more.

6. (Bonus!) When your manufacturer built your flex-fuel vehicle, they got a special fuel economy credit from the government. In a system that’s both unseemly and absurd, auto manufacturers are given fuel economy “credits” for building flex-fuel vehicles even though these vehicles don’t get better fuel economy. The TerraPass blog has a great post that explains how a Chevy Suburban was credited with a 30mpg fuel economy rating despite actually getting 12-16 mpg – check it out.

Finally, for you Tundra owners out there, a flex-fuel engine is not compatible with the TRD Supercharger.

Check out this list of available Toyota Tundra shocks

This electric Tundra is trail ready AND environmentally friendly!

On the outside, not much has changed. The electric Toyota Tundra’s styling is faithful to its brawny gasoline-powered sibling, with a few notable modifications that should increase its appeal amongst off-road drivers. The addition of knobby all-terrain tires, a lifted suspension and an aggressive grille-guard to this version of the pickup reveal Toyota’s crafty plan to snag the trail riders who are often left out of the electric vehicle revolution. The truck also sports extensive off-road lighting options that take full advantage of the additional candlepower produced by the vehicle’s battery system.

Underneath its skin, the all-electric Toyota Tundra introduces a number of design alterations meant to help take advantage of its new power train. A strengthened C-channel chassis featuring high-impact plastic crossmembers maintain the strength of the full-size truck while introducing serious weight savings. The pickup’s bed can pivot up and away in order to allow for easy access to the battery compartment, making maintenance simple and offering the chance for owners to upgrade to a longer-range power pack if desired. The truck’s special springs and dampers can also be easily swapped in and out in order to allow for drivers to add or remove stiffness depending upon how rough the off-road going gets.

This electric truck isn't afraid of water - even a raging river

The truck’s steering and transmission have additionally been simplified, with a new single-servo system offering the ability to turn all four wheels if desired (front-wheel steering is of course standard). The transmission is a three-speed unit that features both manual and automatic shifting, and power is sent to front and rear locking differentials to give the four-wheel drive electric Tundra serious traction in all situations.

The icing on the cake when it comes to the new electric Toyota Tundra is the extensive customization program that Toyota is rolling out in support of this ambitious project. A full line of accessories, custom colors, decals and improvements to its rugged suspension system help set the truck apart from other battery-powered vehicles currently out there on the market. Given that the decision to introduce an electric full-size truck is such a game-changer, it is not surprising that Toyota has elected to get behind this superb version of the Tundra in a big way.

Full power and performance numbers are expected to be announced shortly.

If you haven’t figured it out already, check this out. Special thanks to MEDic for the river crossing pic.

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Cracking the Code

Unichip currently has no competitors when it comes to ECU tuning solutions for the Toyota Tundra, and we asked Jack whether that was as a result of any particular difficulties associated with “cracking” Toyota’s engine codes. Jack’s answer chipped away at yet another one of the myths surrounding ECU tuning: Performance chip manufacturers don’t need to have a complete understanding of a car company’s engine codes in order to design an effective engine map.

According to Jack, the Unichip software for the Tundra is completely self-contained and doesn’t use any of Toyota’s original engine code. In fact, Jack went on to explain that it would be possible to pull a Unichip off of a Toyota pickup and plug it into a Chevrolet Corvette Z06, and assuming that the correct maps are present the vehicle will start up and run with no issues at all.

Essentially, the Unichip system acts independently of the Toyota ECU, observing the engine’s operation and manipulating the sensor data that is sent to the vehicle’s computer in order to achieve the power increases that owners are looking for. Because the Unichip “piggybacks” onto the ECU, it can work on any vehicle.

Jack says that very few codes are actually “cracked” by the aftermarket anymore, with most companies forced to purchase ECU code from an automaker and rewrite it so that they can reflash a stock chip. Toyota is one automaker that refuses to sell their computer coding, which can make developing products for its ECU systems quite difficult.

Since Unichip doesn’t need a manufacturer’s original software to do their thing, they’re the only game in town for most Toyota vehicles.

A Wealth of Information

Jack has given those of us (the majority, I would think) who don’t have a deep background in ECU tuning with some fascinating details regarding how Unichip designs and implements its systems. While the Tundra-specific information is quite interesting and sheds some light on questions that many of our readers have been curious about, overall the depth of knowledge that Jack has shown in this interview has really helped to provide a better understanding of ECU tuning from a performance perspective.

In particular, Jack’s willingness to dispel some of the half-truths and assumptions surrounding aftermarket chip tuning is unexpectedly candid and definitely helpful when attempting to decide what programmed solution might be best to install in your Toyota.

Special thanks to Jack and Unichip!

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Other changes for 2011 include:

• A smart throttle / brake throttle override system that we described a few months back
• A new dual VVT-i system for the 4.0L V6 Tundra
• Some minor interior changes – the cigarette lighter and ashtray are gone, and the headrests have been slightly modified (NOTE: The 12V power outlet is still there, just no lighter)
• Likely (yet still unconfirmed), the 2011 Tundra’s tow ratings will be reduced 300-500 lbs across the board. This is because Toyota has decided to adopt a new trailer tow rating standard developed by the Society of Automotive Engineers (SAE). This new standard will help to equalize the tow ratings that all manufacturers advertise (you can learn more about the new tow rating standard here).
• A small price increase on some models – no more than $500.

We’ll publish interior pics just as soon as we can. Hopefully, we’ll get our hands on some sales info soon.

Trailer Sway Control A Great Addition

Ever since Ford debuted an integrated trailer brake controller in the Superduty in 2003, they have been the leaders in truck towing technology. Ford was the first to integrate a brake controller, and that advancement allowed them to create a sophisticated sway-control system a few years later. While Toyota’s new trailer sway control system may not have the same level of functionality as the Ford system, it is definitely a step in the right direction.

We’ll learn more about the Tundra’s system soon, but it’s likely that the Tundra’s integrated VSC system already has many of the sensors needed to adapt some sort of trailer controls. By measuring the roll rates and yaw of the vehicle using the existing sensors, the vehicle’s computer system can probably detect a trailer that’s out of control. Then, using the existing ABS and traction control systems, brakes can be applied at individual wheels to bring the trailer under control.

See the video below for a solid explanation of Ford’s system.

Click here to view the embedded video.

Based on this description, the integrated trailer brake controller doesn’t seem essential in Ford’s system. However, having said that, it seems logical that the integrated brake controller would be a part of any sway control system…one of the advertised benefits is the enhanced braking performance that results from direct communication between the vehicle computer and the trailer.

Toyota was very wise to copy Ford’s trailer sway control system – let’s hope that they also move to copy Ford’s integrated trailer brake controller too.

If anyone knows the role that the integrated brake controller plays in Ford’s sway control system, please share below.

Check out this list of available Toyota Tundra shocks

Here’s some more info about one of these systems – VSC – and a break-down of each side of the argument:

What Is VSC?

Known by a number of different names, at its core an Vehicle Stability Control (ESC) system is designed around a computer processor that receives input from about a half dozen sensors:

• Wheel speed sensors, which measure the speed of each wheel with a very high degree of accuracy
• A yaw sensor that measures rotation about the vehicle’s z-axis, or rotation about a line that extends from the ground straight up into the sky
• A roll sensor that measures body roll, or rotation about the vehicle’s long axis

These sensors – combined with readings from the engine, transmission, and steering column – can provide a very accurate model of a vehicle’s movement and orientation. Using this model and some sophisticated programming, vehicle stability systems use a combination of individual wheel braking adjustments and engine braking to try and keep a vehicle out of danger.

Click here to view the embedded video.

Typically, an VSC system lies dormant until a vehicle is subject to an unusual set of driver inputs or its sensors begin to report back information that is outside of the expected and safe operation of the automobile. At the point that the system determines things are about to get out of hand it can mitigate or stop a potential spin, prevent loss of control, and help stop a loss of traction that the vehicle is experiencing.

VSC Pros and Cons

There is no question that vehicle stability control systems save lives. In fact, the National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety have performed studies that indicate that 33 percent of all fatal accidents can be prevented through the introduction of standard electronic stability control. This has led to the requirement that the technology become mandatory on all vehicles sold in the United States for the 2012 model year and beyond. In addition to reduced loss of life out on the country’s roads, fewer accidents also mean lower insurance premiums spread out across all drivers.

That being said, the arguments against the continued encroachment of VSC also hold water. These types of systems are completely reliant on the sensor information that they receive, which never includes how much traffic might be around the vehicle, what the road looks like ahead or whether you might actually need more power, not less, in order to handle an emergency situation. It can be disconcerting for drivers to suddenly have the brakes activate and the throttle fade while VSC attempts to regain the stability of vehicle, particularly if the emergency maneuver it is reacting to was initiated in order to avoid an animal or an unexpected obstacle. Finally, in certain extreme weather situations a VSC system can actually make it more difficult – if not impossible – to maintain the forward momentum required to plow through deep snow or other slippery conditions.

In other words, VSC is only a computer system, and it can’t possibly understand a situation the way that a human being can.

While some vehicle stability control systems can be completely shut off by the driver, others (like the Tundra’s VSC system) linger in the background unless manually disabled by pulling a fuse (which, by the way, can set a check-engine light). The safety net provided by VSC is well established, but its prominence amongst new cars and trucks forces us to ask ourselves just how much control over our driving experience we are willing to give over to computers and software?

Vehicle automation is increasing at a rapid rate, and the vast majority of drivers choose to rely on these technologies instead of investing in a skid control school or other form of advanced driver education. Regardless of one’s personal feelings on the ubiquity of VSC, it is hard to argue against the utility of learning how to handle a vehicle in an emergency situation where this type of system might not be able to perform to the level required to keep everyone onboard safe and sound.

It seems that, regardless of public concerns, the regulators have spoken. VSC is going to be standard safety equipment on all 2012 vehicles – what do you think?

Does a projected decrease in fatal accidents justify the expense and intrusion of this electronic system?

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What’s new:

• New website design. The goal was to make everything easier to find and the site easier to use. The comment section doesn’t have the goofy spacing problems anymore, I think the menu is better organized, the site doesn’t seem as ad-heavy to me. I’m also hoping the new “featured section” on the homepage is something people enjoy.
• Speed improvements. I’ve done a few things to try and improve the speed of this website, but it’s a genuine concern of mine that the site is too slow. I would really appreciate everyone’s feedback on the speed of the new site design compared to the old one. Frankly, the problem is the ads…they really slow things down, but they’re how the bills get paid.
• We’ve got a new writer. If you haven’t noticed already, Benjamin Hunting is writing some articles for TundraHeadquarters.com. I’m still involved heavily of course – from editing to responding to comments, etc., – but hiring Benjamin has given me the time to work on improvements as well as new ventures.
• TundraNetwork.com has been updated. The official TundraHeadquarters.com social network – www.tundranetwork.com – has been updated and upgraded a little bit. This is another area that I’m not 100% happy with – if we can get more people to sign-up for TundraNetwork, it’s easier to invest in a better system.

If anyone reading this can take a moment to answer the four questions below, I would be very appreciative. Thanks!

Survey

Comments or feedback?

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Toyota's Mini Motorhomes are an interesting and perhaps forgotten chapter of Toyota history

The Toyota Mini Motorhome first hit American roads in the mid-1970’s, and was based on a version of the Toyota Hilux compact pickup truck. In the U.S. this truck was given several imaginative names over the course of its lifetime – Truck, Compact Truck, Pickup Truck – before eventually becoming the Tacoma in the mid-90’s.  A range of different four-cylinder engines were fitted to the Mini Motorhome Hilux’s, offering power ratings that hovered around the 100 horse mark for most of its production, and a V6 option available towards the end of its run bumped horsepower up to nearly 135 (shown above).

The combination of low engine output and the additional weight of an enclosed RV unit perched on the back of the Hilux didn’t exactly translate into a vehicle that set hearts and highways afire with its blazing speed.  That being said, Toyota’s Mini Motorhome did offer enough motivation to get happy campers from point A to point B in a reasonable amount of time, and the vehicle enjoyed an unexpected popularity in an industry where size was almost always king.  The Toyota’s fairly reasonable fuel mileage and easy to park and maneuver dimensions offered a different sort of RV experience that appealed to campers not necessarily interested in taking it all with them when they ventured out into the great outdoors.

Everything you need to live a spartan life on the road.

Five main floor plans were offered with the Toyota Mini Motorhome, and the actual living compartments were built by a wide range of big-name RV companies under contract with Toyota.  Coachman, Winnebago Industries and Chinook are some of the more recognizable figures involved in building the Mini Motorhome, while other organizations such as Dolphin, Huntsman and National also enjoyed popularity with buyers.

Cramped or cozy? It's all in the eyes of the beholder.

A number of Toyota Mini Motorhome clubs – both online and offline – flourish to this day, despite the original run of the vehicle ending in the early 90’s.  The Toyota Mini Motorhome is a much more appealing option for downsized camping than similar efforts from Volkswagen from the same era, due to better reliability and ease of repair.  Strange as it may see, the Toyota campers also enjoy a power advantage over their German campers.

Striking out on the road in one of these Toyota Mini Motorhomes is a fun way to not only see America, but also connect with a good group of people who enjoy both camping in and talking about their unique recreational vehicles.

*Special thanks to ToyotaMotorHomes.com for help with this article and for supplying the images you see.

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Click here to view the embedded video.

Whether you’re a fan of Toyota or not, you’ve got to admire a truck that starts after spending the night in the ocean. You could also say that this is where Top Gear’s love affair with the Toyota truck began.

Toyota Trucks To The North Pole

Following the worldwide popularity of their first attempt to kill a Toyota, Top Gear decided to try and drive a Toyota Hilux to the North Pole in 2007. Starting in Resolute (a tiny, tiny little village in the furthest Northern reaches of Canada, see map below), the Top Gear crew traveled 400 miles over the course of 7 days to reach the North Pole (OK, magnetic North pole) in specially equipped Toyota Hilux pickups. As you can imagine, the pace was slow due to the harsh elements.

Just where exactly is Resolute? Image copyright Google Maps.

An image of the heavily modified Toyota Hilux used by Top Gear to reach the North pole. Image copyright ArcticTrucks.com

The Hilux was modified by Arctic Trucks, an Iceland-based company specializing in Arctic vehicle conversions. The modifications to these trucks included:

• Installation of massive 38″ snow tires that could be inflated at as little as 4 psi
• To keep fuel and coolant from freezing, special heaters were added
• Heavy duty Aluminum skid plates were added to the underside to protect against rock-hard ice
• Adding front and rear locking differentials with an incredibly low 4.88:1 gear ratio
• A bunch of cool accessories like a bull bar with lights, satellite telephone, and official Polar Bear protection (a.k.a. 12-gauge shotgun)
• Recovery gear (winch, axes, shovels, chainsaw), survival gear, and cameras made the trek too.

Toyota Trucks Visit A Volcano

Following the success of their North pole expedition, Top Gear took advantage of an impending volcanic eruption in Iceland to do one more extreme Toyota truck test: venture as close to an erupting volcano in a truck as possible.

Paris Hilton would say "that's hot." We say "check out that tire pressure." Image Copyright Toyota UK

The trucks that visited the Volcano were equipped nearly identically to the trucks that visited the North Pole (sans the shot guns, basically). There was a legitimate reason to go bombing around near this volcano, by the way – the threat of super-fine volcanic ash made it too dangerous for aircraft to go near the volcano. The Hilux was the safest way to setup equipment.

That's a nice photo opportunity, isn't it? Image copyright Toyota UK

Clearly, there’s a love affair going on between Top Gear and the Hilux. Of course, the Hilux is quite similar to the Tacoma, the most popular small truck in North America. The question is, can we get Top Gear to take a look at a Tundra?

Check out this list of available Toyota Tundra shocks

View of Yosemite national park

Of course, there’s a catch: The Federal Wilderness act of 1964 states that areas that are “untrammeled” by man (a.k.a., untouched) can be set aside as wilderness. This means they can never be built upon, sold, leased, mined, etc. It also  means that “wilderness” can’t be used by trucks, 4×4’s, ATVs, snowmobiles, and even mountain bikes.

According to the Blue Ribbon Coalition (a special interest group dedicated to responsible recreation on public lands), the flurry of Wilderness bills being proposed and/or signed into law has raised a red flag in the access community and other multiple-use interests.

Environment vs. Enjoyment

This image of snowmobiling beside Yellowstone bison (taken in 1997) sums up both sides of the argument pretty well.

Obviously this is a tough call – no one wants to open up the entire national forest system to motorized vehicles willy nilly. Adding new roads, increased noise from off-road vehicles, and the “yahoo factor” (more on that below) has an environmental consequence. If an area is currently pristine, un-touched wilderness, it should most certainly stay that way.

However, what about areas that already have roads and that are already in use by motorized vehicles? While it’s likely that some of these areas should be set aside for complete and total protection, where do we draw the line? According to the 1964 law, the line is very clear: if the land in question has been touched by man, it isn’t supposed to be designated as wilderness.

There’s also the fact that everyone enjoys public lands differently – I’m not much of an ATV/snowmobile/dirt bike enthusiast, but I’m a big fan of mountain biking, and I honestly don’t understand how mountain biking on an existing trail impacts the environment. Even if my use does impact the environment, what about my rights to access public land?

More to the point: How do we balance the public’s interest in saving the environment against personal public rights to enjoy it?

Pros and Cons Of Wilderness Designation

Pros:

• Permanent protection. Once land is designated as wilderness, that’s it – it will never be touched again (baring a dramatic change in legislation of course).
• Encourage responsible use. I mentioned the “yahoo” factor earlier, and this is what I mean: People who abuse the right to access public lands by dumping trash, going off designated trails, spilling gasoline and oil on public grounds, disobeying posted rules, etc. There aren’t nearly enough people patrolling federal lands and punishing these yahoos for their stupidity, and when a particular area is abused long enough, taking it away by designating it as wilderness might send a message.

Cons

• It’s permanent. We all know that things can change. While there are plenty of places to go off-road right now, that might not be the case in 20 years. If regulators and activists aren’t careful, they’ll make everything wilderness and undermine the entire concept.
• It’s being abused. The 1964 law is pretty clear – wilderness designations are supposed to be reserved for areas that are truly wilderness. That’s not happening right now according to the BRC.

Obviously this is a complicated issue with many facets, so be sure to educate yourself on the issues. The Blue Ribbon Coalition obviously has their perspective, and the website Wilderness.net supports the opposing point of view. If you are concerned about this issue, I would encourage you to visit both sites and learn more.

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The Toyota Tundra

According to domestic content figures from 2009, the Tundra is the most American pickup on the road today, mostly because GM, Ford, and Dodge build so many of their trucks in Mexico and/or Canada. Built in San Antonio, Toyota’s Tundra doesn’t sell in the enormous volumes that Ford and GM manage, but it’s not exactly unknown either (lots of advertising makes sure of that). Born in Corpus Christi, married to a member of the San Antonio Spurs, and representing a nice mix between being made in Texas and having some foreign lineage, how about Eva Longoria Parker as the Tundra?

Image copyright Donna Reyes

The Ford F-150

Ford’s sales are fantastic, the truck is more than 75% America made, and the name “F-150″ is synonymous with the meaning of the word “truck.” The F150 is as American as trucks get and popular too, which means that the beautiful woman who best represents the F150 must be well-known and universally popular. How about Beyonce? All-American and immensely popular, she’s a best-selling artist that everyone can easily identify.

Image copyright Tixgirl

The Chevy Silverado & GMC Sierra

GM makes about a quarter of their trucks in either Mexico or Canada, so it’s important to identify someone with appeal across the continent. How about Canadian born mega-star Pam Anderson? She’s aged very nicely (just like GM), she’s recognizable anywhere on the planet (just like GM), and she’s rumored to have some money problems (just like GM).

Image copyright Darren Stone

The Nissan Titan

Dwindling sales and an old design had us predicting the Titan will be canceled this year (we’re probably wrong about that, by the way, but the year’s not over yet…). Still, you can’t deny the Titan’s mix of good power and clever features (class leading at the time it was introduced). Built in Mississippi, the Titan sources quite a few parts from Japan…so we’re looking for a Mississippi woman whose commercial success is limited (but whose skills are widely recognized). How about Mississippi girl Sela Ward? She’s turned down a couple of good TV roles to spend time with her family – got to respect that.

Image copyright MSNBC.com

The Dodge Ram

Dodge used to be an American company, and wild financial success in the late 90’s saw Dodge acquired by Daimler (who screwed it up). Cerberus Capital bought Dodge (it was American again), but they couldn’t make it work…and now it’s a mix of Italian, American, with some German influence still mixed in to the existing product line.

Dodge is also famous for changing the look of every truck with the intro of the 1994 Ram, a revolution in truck design. Basically, we’re looking for a beautiful woman with a mix of backgrounds, a revolutionary streak, and who has a roller coaster kind of career. How about Madonna? She’s 50% Italian, 25% Canadian , and 25% German. She revolutionized pop music, but she’s also been the punchline of a lot of jokes (just like Chrysler).

Image copyright David Shankbone

Comments? Feel free to chew me out for wasting your time on this one!

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