If you were looking for one more reason to buy a 2009 Tundra (in addition to a great engine, spectacular tow rating, safety, top-rated reliability, and Toyota quality, there you have it.

Read all about 2009’s best resale value awards on KBB.com.

1. Husky Liners. This one is sort of a no-brainer, especially now that we’re about to officially enter the winter months. Husky Liners are big, thick, rubber floor mats that hold a lot of dirt, muck, and gunk and keep it from getting on your vehicle’s carpet. They’re pretty inexpensive too - pricing starts at $50 per set.

Who will like them: Type-A neat and tidy truck owners, anyone that works out of their truck for a living, and outdoor types.

What they’ll like about them: They keep the truck clean, they hold lots of dirt and mud, and they say “Husky” on them. What more could you want?

Who won’t like them: We don’t know. We haven’t every met anyone that didn’t like them.

NOTE: There’s another brand of super-heavy duty floor mats made by WeatherTech that are just a little bit more money, but they hold more gunk. You might want to get these for the really dirty truck owner.

2. Tie-Down Ratchet Straps. This is another simple gift that truck owners almost universally appreciate. They can hold plenty of weight (some hold more than 10,000 lbs per strap), and they ratchet down tighter than any bungy cord. Amazon.com has a good selection and free shipping on orders over $25 - check em out. Just make sure to buy a set with at least 1,000 lbs breaking strength (more is better).

Who will like them: Anyone who might haul something with their truck.

What they’ll like about them: The fact that they can hold everything from a simple piece of furniture to a new motorcycle.

Who won’t like them: Someone that already has a good cargo management solution…but they’ll appreciate the thought for sure.

3. Cold Air Intake Kit. Cold air intake kits boost the amount of air coming into the engine. They increase horsepower AND they improve fuel economy. We’ve reviewed a few kits, and we recommend AFE’s air intake kit overall. Still, Volant and K&N also make decent kits. See our blog post “Do Air Intakes Really Work?” for more information.

Who will like it: Anyone who likes to go fast. There’s a good chance that most truck owners with a custom exhaust will like it too.

What they’ll like about it: In addition to adding some performance (aka oompf) to their truck, a cold air intake kit will boost fuel economy 1 or 2 mpg. It’s one of the few performance accessories you can add to a vehicle that will make it faster and more efficient.

Who won’t like it: Anyone who wants their truck to be quiet. These kits add some noise (not a lot mind you, but enough that you’ll notice the engine). For most truck owners, however, this isn’t a major concern.

4. ShurTrax All-Weather Traction Aid. This is a cool feature for truck owners living in cold climates. Designed to replace sand bags (which can leak, slide around, and even cause injuries in the event of an accident), this heavy-duty rubber bladder is filled with water. Adding up to 400lbs of weight, this will help keep a truck’s rear-end planted during icy weather. The best part - you can put your cargo right on top.

The ShurTrax traction aid is available from both AutoAnything.com and Amazon.com - you might want to check both sites for the best price.

Who will like it: Anyone living in an area where road ice is a major concern, especially 2wd truck owners.

What they’ll like about it: It’s easy to use - you just fill it up, tie it down, and forget about it. Since you can put payload right on top of it, there’s no hassle like there is with sand bags.

Who won’t like it: Warm weather truck owners - it’s not for them.

5. K&N Air Filter. If the cold air intake we mentioned above is a little bit more than you wanted to spend, or if you’re not sure about adding on so many parts, a K&N air filter is a good second choice. While some say it provides more power, we tested one and determined it improved fuel economy by 0.5 mpg. That means you’ll save enough money on gas in 5-10k miles to cover the price of the filter. “It’s the gift that keeps on givin’ Clark.”

Who will like it: K&N air filters are universally liked - the only truck owner that won’t like it is the truck owner that already has it.

What they’ll like about them: The fuel savings is enough to make any truck owner happy, but the extra throttle response will definitely make the truck feel sportier.

Who won’t like them: Truck owners with an after-market cold air intake kit won’t have much use for one of these.

While we’re not privy to the details, it seems as if Toyota is trying to protect their image, their logo, and their product image with this action. We’ve certainly seen unscrupulous companies and individuals use Toyota’s stock product images of Toyota vehicles, slap their own name on the image, and claim it as their own. This practice is illegal and unacceptable, and Toyota has every right to put it to a stop.

Unfortunately, this request has a huge (hopefully unintended) consequence. Individual Toyota owners, who have uploaded images of their personal vehicles to this website, will also have to remove their desktop photos from the site. This is wrong. Individual owners who are proud of their Toyotas’ should have every right to upload an image of their vehicle to whatever site they choose.

We hope that Toyota will correct this oversight as soon as possible, and we hope that Toyota continues to embrace the internet community that projects it’s image and honors it’s products so well (including this website).

“TOYOTA” and “TUNDRA” are registered trademarks of Toyota Motor Corporation. TUNDRA is used in the title of this website solely to identify the subject of interest to the website. Toyota Motor Corporation, Toyota Motor Sales, U.S.A., Inc. and their affiliated companies are not responsible in any way for the contents of the site, which are solely the responsibility of the publisher. The contents of the website do not reflect the policy or opinions of Toyota Motor Corporation, Toyota Motor Sales, U.S.A., Inc. or any of Toyota’s affiliated companies. The website is not affiliated with, or endorsed, sponsored, or supported by, Toyota Motor Corporation, Toyota Motor Sales, U.S.A., Inc. or any of Toyota’s affiliated companies.

TIP: If you’re the truck owner and you want something on this list, why not “accidentally” leave this website on the screen when you’re done with the computer? You could also print this list out and “accidentally” leave it somewhere anyone can find it. Anyways, on to the list…

The original LifeHammer can break a vehicle window out in an emergency, making it a great gift for showing you care (not to mention how cool it is to get a nifty looking orange hammer). The best part? It’s on sale right now for less than $20.

LifeHammer - What better way to show you care than to get someone a gift that just might save their life? This little hammer can bust a vehicle window with a modest strike, making it a potential life-saver after a crash when a vehicle door won’t open.

Deltran Battery Charger - This is a nice, inexpensive addition to any home garage. Since it’s a “trickle-charger,” it’s especially helpful for anyone with a vehicle (say a motorcycle, boat, atv, or second vehicle) that sits for weeks without use. Get the Deltran Jr. Battry charger for less than $25.

Accupark’s Tire Stop is a smart buy for anyone with a tight-fitting garage.

Accupark Tire Stop - Are you (or someone you know) having problems getting the truck stopped in the right place in the garage? Instead of going into the garage to far and hitting the mower, the tool chest, or the wall, why not install one of these hefty tire stops? Stick it on the floor where you want your tire to “bump” and you’ve got a simple (and cheap) parking system. This one’s a no-brainer.

Garage Wall Bumpers - Today’s trucks are bigger than ever, and most garage’s are too narrow to accommodate them (especially with all that stuff you put in there). These plastic guards protect your truck’s doors (and your garage walls) from being dented or dinged when you open your doors. No more twisting and turning your body when you get out of your truck to keep from getting a ding…if only they came in a color besides yellow.

Wagan Snowbrella - Here’s another simple (yet smart) idea. Instead of scraping frost off your windshield every morning, just put this cover over the windshield and secure it to your truck with the provided straps. It insulates and protects from frost and snow, and when it’s time to leave, it folds up fast. Great for getting a quick start on a cold morning.

Heated Seat Cushion - Nobody likes a cold truck. If you’re not fortunate enough to have factory heated seats, this is a very inexpensive alternative. The cushion plugs into the cigarette lighter and heats up pretty quick. Getting it to stay in place is a little tricky, but you can’t beat the value. If you or someone you know has to get in a cold vehicle this winter, this heated seat cushion might make their day(s). It works in more than just trucks too.

Quixx Paint Scratch Remover - This kit promises to permanently remove scuffs and scrachtes, and while it doesn’t work on every scratch, it does a fine job on most (deep scratches are tough to repair, but this kit makes them a lot harder to see). Works quite well - we know first-hand.

Stay tuned for more posts about gifts in the coming days…it’s going to be like the home shopping network around here!

The latest solution to the American auto industry’s woes (while waiting for a government bailout), apparently, is to sell - either in toto or in pieces. That “strategy” is favored because it’s much less bloody than actually trying to figure out what’s gone wrong over the last 40 years.

Of course, none of the principals have accepted any responsibility in the sales slumps or financial losses. At Ford, GM, and Chrysler (the Detroit three), the management has been blaming the unions and the EPA. Dwindling numbers of overpaid autoworkers point their fingers at the salary packages doled out to management. Consumers lambaste the Detroit three for making nothing but gas guzzlers, but who was buying all those SUVs in the 90’s?

Of course, all of these excuses ignore the fact that Asian and European car companies selling products in the U.S. have many of the same issues to overcome, not to mention currency fluctuations and ever increasing international transportation costs. For the Detroit Three , blaming somebody else is more satisfying.

Selling off assets follows the “law of the sea” - when you’re sinking, you off-load dead weight. Or, in the case of Ford and GM, you off-load valuable cargo so you can keep the dead weight. In an effort to bolster cash reserves, Ford sold off Jaguar and Land Rover to Tata Motors of India, despite encouraging signs that both brands were on track to return to profitability. Volvo, which has been horribly mis-managed by Ford, is rumored to be the next major Ford asset available for sale. Jeep, the jewel of Chrysler, is said to be on the open market. Why sell the only brand that makes money, Chrysler?

GM is now shopping Hummer, with Tata Motors rumored to be a potential buyer. In China, where GM enjoys decent sales (probably because there’s no EPA), uber-successful Chinese car companies Chery and Great Wall may also be in the mix. Chinese-built Hummers conjure up an unfortunate picture - Hummers, instead of tanks, running over protesters in Tiananmen Square.

Then, there’s Chrysler. Daimler bought Chrysler in 1998 for $36 billion, to much fanfare and exultations of becoming the world’s biggest car company. Less than 10 years later, Daimler sold 80-percent of Chrysler to Cerberus Capital Management for $7.4 billion. Now Cerberus, encumbered by a car company whose profits are almost entirely dependent on trucks and SUV’s “can’t give [Chrysler] away on Seventh Avenue,” (to borrow an apt lyric from the Rolling Stones).

Watching giant companies fall is scary, especially given the potential for their falling on top of us. As an American, thinking about just how far Ford, GM, and Chrysler have fallen is just a little bit sad too - yet any sympathy for the Detroit three is quelled by the sure knowledge that:

• Highly paid and criminally negligent auto executives should have seen it coming a long time ago.

• Frightfully overpaid autoworkers should have known the ride would have to end eventually.

• Irrational Wall Street investors refused to look at the big picture, emphasizing short-term profits at the expense of long-term viability.

The truth is, the collapse of the Detroit three has been a long time coming. Little econo-boxes from Europe and Asia were being gobbled up by young baby-boomers in the late 60s, breaking the tenuous thread of family brand loyalty. Concern over smog and scarcity of oil supplies aren’t the children of the 21st century. Born in the ‘70s, they’re now fully blown adults. The expectation that you’re going to get value for your automotive buck started with Ford, Olds and Leland, but now looks offshore. Toyota and Honda didn’t emerge yesterday as dominant forces - they’ve been creeping up on the number one spot for the last three decades. Little sputterings of innovation on the part of the Detroit three have fallen short of their goals (Saturn) or have taken so long from concept to introduction, we forgot they were coming (Dodge Challenger).

It’s difficult to generate much sympathy for the not-so-Big Three. Sympathy for the communities they once supported? Yes. For the convention-bound dinosaurs headed for extinction? No. Maybe from the ashes of the Detroit three, something that resembles a 21st century auto manufacturer will struggle free.

Here’s the BEFORE picture:

Here are the AFTER pictures:

The good news: The Tundra is designed to protect occupants from all types of crashes. The truck did an excellent job of absorbing the impact with no damage to the driver.

The bad news: Repairs were expensive - about $10k - and they took quite a while. The damage was pretty severe.

Shout out to Superior Toyota of Parkersburg, West Virginia for doing a bang-up job on the repair and for their excellent customer service.

If you’ve every wondered why people purchase Bull Bars and Grille Guards for the pickups, now you know.

RIDE:

We have to insert our caveats here. Both vehicles were tested empty. Also, it’s important to remember the most subjective judgments concern ride, handling and comfort.

The Ram rides like a car. Indeed, that was Dodge’s goal with the rear suspension re-design. Gone are the rear leaf springs, in come multi-link coils. The goal is to deliver a smooth, even ride empty or loaded - it works. You literally can’t feel the road on civilized city streets.

On the other hand, you can feel the road in the Tundra. That’s not a negative in our view - if you value a good ride, you probably shouldn’t be buying a truck in the first place. Our freelancer conducted “The Murphy Slalom Test,” which resulted in a stiffer feel (which Dan liked). Still, there’s no denying the Ram 1500 rides better than the Tundra (at least empty).

Winner: Credit should be given where credit is due. The Ram’s coil rear suspension results in a great ride.

HANDLING:

You can hardly separate the two in this category. Both have rack and pinion steering and handling/stability software to keep you out of trouble. Both have ample power in reserve and accurate, finely-tuned transmissions. The more defined front corners on the Ram helped maneuvering in tight parking lots. We really didn’t push either far enough to get any tire squeal, rebounds, or hops. The feel in both was solid and precise.

Slalom test data (which is nearly worthless in terms of real-world daily truck use) from Edmunds.com give the Tundra the narrowest edge over the Ram, despite the Ram’s softer rear suspension. The 07′ Tundra finished the slalom at 54.9 mph with a ‘good’ handling rating, the 09′ Ram 1500 finished the slalom at 54.6 mph with an ‘average’ handling rating.

Winner: Tundra. For all but the most extreme driving, the Ram and the Tundra are equal in the handling departments. Ties always go to the older truck.

COMFORT:

We’ll start with what both do well, then see how we can pick them apart. Both are as quiet as little mice, no wind noise, no vibrations or rattles.You are more aware of the engine in the Tundra, but that’s not a bad thing. The seats are great, leg position is comfortable, everything is ergonomically right on. All the basic controls are intuitive, though you may need to study the owner’s manual to figure out all the high-tech gadgetry - especially if you’re trading up from an older vehicle.

The back seat in the new Ram is spectacular - plenty of room. However, aside from leg room (the Tundra has about 6″ more) the Ram Crew Cab matches up to the Tundra in terms of shoulder, hip, and headroom and it feels better too (the stadium seating in the Ram helps a lot with the feel). The back seat comfort level in the Ram is just a bit less than the front buckets, but it should stand up to a road trip test for most adults. The door widths in both front and back alleviate some of the awkwardness of climbing up into either.

The Tundra lacks the level of refinement found in the Ram. The ergonomics in the Tundra are good, but Ram is just a little bit better (our testers, a 5′10″ 200 lbs male, a 6′4″ 250lbs male, and a 5′7″ 110 lbs female) all agreed the Ram was just a little more comfy. Of course, this category is a little subjective. We suggest you sit in both trucks (front and back) and make up your own mind.

Winner: Based on the average family buyer, the Ram is the winner.

OVERALL COMPARISON WINNER:

While it won’t surprise many people that have visited this blog for the first time (after all, it’s called ‘Tundra Headquarters’), we found the Tundra to be a better truck in a few critical ways - engine, transmission, towing, and pricing. However, the Ram won out in terms of ride, comfort, interior and exterior features, and a better frame. The remaining categories - payload, braking, safety, and handling - were basically a tie so they all went to the Tundra (the older design always wins a tie). When you do the math, the Tundra won 8-5, but it was really a much closer competition than the math indicates.

The truth is, you can’t go wrong with either truck. While the Tundra’s marked advantage in terms of towing and pricing will make the decision to buy a Tundra easy for many truck buyers, the Ram’s superior ride, interior, and comfort will also sway many buyers to the Ram.

Bottom Line: If you’re looking for a truck that does everything well - but doesn’t do everything perfectly - than the 2008 Toyota Tundra (a jack of all trades, master of many) is your vehicle. On the other hand, if you don’t need much in terms of towing and price isn’t really a concern, a case can definitely be made for the 2009 Ram 1500 (not quite as capable as the Tundra, but certainly more luxurious).

Let the accusations of bias (and the complaints that our comparison didn’t match some other comparison) begin!!

INTERIOR:

The Ram Laramie cab is exquisite - wood grain, everything within easy reach and the peripheral vision is perfect. There’s a full-on vehicle information center between the speedometer and tach that shows temperature, miles to empty, odometer, and the radio station ID. Controls on the steering wheel let you scroll up and down for even more info. It’s got Bluetooth technology, stores photos, playlists, maps and, oh yeah, there’s the GPS with turn-by-turn guidance in three languages.  The storage alternatives are mind boggling: double-decker glove compartment (wonder where they got that idea?), nooks and crannies everywhere. The roomy center console opens to a tray, then opens even more to a bottomless pit. There are storage compartments in the Crew Cab back floor with plastic liners so you can empty out the crumbs or use it as an ice chest.

Our test Tundra (an SR5) didn’t have the luxurious finishes of the Ram. The smaller recessed gauges disappear as soon as you put on sun glasses and the stereo system controls, while within easy reach, lie just outside comfortable peripheral vision. It’s more difficult to determine exactly where the front of the truck ends too (for drivers new to the Tundra), but it’s definitely something you’ll get used to. Still, our freelance contributor Dan Murhpy found it a bit disconcerting pulling out of a crowded lot. The Tundra has many of the same storage and technology features (except for Dodge’s UConnect system, which is amazing as well), but Dodge’s top quality interior is excellent. Dodge is even offering heated rear seats in the top-end Laramie edition. It’s gimmicky, but if you’re looking to one-up your fellow truck owners, it’s a good feature to buy.

Winner: Ram. Before Daimler sold off Chrylser, they must have transferred some of the interior designers from Mercedes over to Dodge. It’s that good. UConnect is just icing on the cake.

EXTERIOR:

The new Ram offers many of the same options and features as the Tundra, as well as quite a few different color and trim options that Toyota simply can’t match. The new Ram Box, for example, is a smart feature that seems obvious. We also appreciate the Ram’s standard dual exhaust. However, the devil is in the details. The Ram doesn’t offer an aggressive rear end standard - you have to pay $375 extra for a taller 3.92 rear with “anti-spin” technology. Toyota’s electronic LSD 4.30 rear is standard. Same goes for a heavy-duty hitch - Dodge charges an extra $335 for that feature while Toyota offers it standard. Finally, and perhaps most amazingly, the new 2009 Ram doesn’t come standard with a transfer case shield or tow hooks! That’s another $130.

The new Ram looks great too - Dodge certainly knows how to design a good looking truck.

Winner: The Ram but it’s very close to a tie. The new Ram Box feature is cool and the standard dual exhaust just makes sense, however, if you don’t want to pay for the Ram Box (about $2k) then the Toyota matches up perfectly well.

SAFETY:

The Ram has certainly improved - electronic stability control, anti-lock brakes, and side curtain and side airbags are now standard. The Ram also includes trailer sway control as a standard feature, a nice bonus. Testing has yet to be completed, but there’s no reason to suspect that the Ram won’t be able to match the Tundra’s combination of a 4-star NHTSA frontal crash test rating and the Tundra’s status as an IIHS “2008 Top Safety Pick”.

WInner: Tie - and ties always go to the older design. The Tundra’s combination of solid crash test results and accident avoidance equipment set the standard.

PRICING:

Comparing two common builds - an SLT Quad Cab 4×4 HEMI with an SR5 Doublecab 4×4 5.7, the Tundra is about $1000 less expensive MSRP to MSRP ($33,265 v. $32,209). However, as of this month (November 2008), the Tundra’s 0% interest rate clobbers the Dodge’s paltry $1750 in incentives.

Just as importantly, Edmunds.com found the 2008 Tundra to have the highest residual/resale value of any half-ton truck. Dodge’s gimmicky “lifetime” powertrain warranty (with more fine print than a credit card agreement) has done little to boost resale values and should be considered a minor advantage.

Winner: The Tundra, by about $5k when you factor in a lower up-front price, zero-percent financing, and a higher resale value. The cost benefits of the Tundra are pronounced (to say the least).

The third and final part of our comparison - 2008 Tundra vs 2009 Dodge Ram Part Three - Ride, Handling, and Comfort is due out next week. Check back Monday!

• Two years in a row, the Toyota Tundra has been more American than the Dodge Ram.
• With the price of gas dropping every day, Dodge’s “fuel price protection program” officially ripped-off thousands of truck buyers.
• The auto industry has been ablaze with predictions that Chrysler will file bankruptcy, thereby completing destroying the resale value of their vehicles (not to mention thousands of jobs lost).
• The new 2009 Dodge Ram launched with a $1000 customer cash incentive, which doesn’t speak well to the truck’s appeal or value.
• Finally, Dodge’s emphasis on the new Ram’s luxury and superior ride have us wondering if the new Dodge Ram is soft.

While everything we’ve said above is true, one thing is certain. The new Dodge Ram 1500 is a hell of a truck. Our official comparison of the 2008 Tundra and the 2009 Ram will follow our previous 2007 Tundra vs. 2007 Ram comparison format - we’ll give you the highs and lows around the important distinctions and evaluate the key components. In an effort to decrease the perception of bias, we’ve pulled in freelance writer Dan Murphy to assist us with this comparison.

Let the showdown begin!

ENGINE:

There are new components and improvements to the ‘09 1500’s engine line-up, but Dodge hasn’t reinvented the wheel here. Instead, they’ve fine-tuned the original with updated technologies. The “new” 5.7-liter V8 HEMI has been revamped with new cylinder heads with high-flow ports, larger valves, and an increased compression ratio. The HEMI is now rated at 390 horsepower (up from 345 for the ’08 HEMI) and 407 lbs/ft of torque (up from 375). Newly added variable valve timing (VVT) and the new short runner valve (SRV) active intake manifold improve efficiency and performance, and fine-tuning has allowed for a more aggressive multi-displacement system (MDS). At cruising speeds with low demand on the HEMI, four cylinders are deactivated for fuel savings. Dodge must be given credit as the MDS system is seamless. The net result is that fuel economy has improved. A fully-loaded, 2009 Laramie 4×4 is rated at 13 mpg city and 19 mpg highway. Not bad.

Performance tests, according to Edmunds.com, indicate the 2009 Ram with the 5.7 HEMI can hit 60 in 7.6 seconds and take the quarter-mile in 15.6 seconds topping out at 87.7 mph. On our test drive, mashing the throttle didn’t get that instant, pinned-to-your-seat feel we craved. Still, you can’t ignore the HEMI’s power.

Optional Ram 1500 engines include a 4.7 V-8 with E85 compatibility, 310 horsepower and 330 lb./ft. of torque and the 3.7 V-6, rated at 215 horsepower and 235 lb./ft. of torque.

On paper, the Tundra 5.7-liter V-8 hits just below the Ram’s performance numbers: 381 horsepower and 401 lb./ft. of torque. Dodge is probably jumping up and down with glee, but they shouldn’t be. The Tundra’s power is more readily accessible - you hit the pedal and all those horses are ready to ride. Toyota is still a step ahead in the performance technology department with a more sophisticated variable valve timing system (VVT-i), 32-valve head, acoustically controlled induction system (ACIS), dual stage intake manifold, and exhaust headers. All this adds up to a 5.68 second 0-60 mph run.  If you compare the charts on the two engines, Ram’s torque line takes longer to peak out, but stays high through a longer rpm range. Fuel economy for the Tundra 5.7L isn’t quite as good - 13 mpg city and 17 mpg highway.

The ratings on Tundra’s optional engines: 4.7-liter V-8, 276 horsepower, 313 lb/ft of torque; 4.0- liter V-6, 236 horsepower, 266 lb/ft of torque.

Winner: Dodge’s new high-tech HEMI is a huge improvement over the old motor and the higher performance ratings would seem to indicate the new HEMI trumps the Tundra’s 5.7. However, the fact remains that real-life performance figures (0 to 60 and 1/4 mile times) and our observations don’t agree with the statistics on paper. While some will argue that performance figures have little to do with real-world usability, they’re the best objective measurement we have. The Tundra’s engine is a better real-world performer. As far as fuel-economy is concerned, the Ram’s better rating definitely makes this decision tough. We’ll have to call it a tie, which means the Tundra (the older engine design) wins.

TRANSMISSION:

When we took these two trucks up a local mountain road (about 4000′ of elevation gained on a nice long twisting route), it occurred to us that the fading population of manual transmission fanatics will be disappointed with both of these trucks. All ’09 Ram models are automatics - no clutch pedals in sight. Tundra doesn’t offer one either. So it goes.

The shift control in the Laramie’s center floor console has a nice, firm feel. The transmission in the Ram V-8s is a 5-speed with a tow/haul mode option and new Electronic Range Select feature that should satisfy most everyone looking for control. To Dodge’s credit, the 5-speed is as smooth as glass with imperceptible shifts.

The Tundra’s standard 6-speed transmission (when paired with the 5.7) offers excellent performance, even on our mountain road. You could easily edge off the gas through the turns and regain speed on the straights. Even at 65 mph on the steepest grades, there was more power left to tap into. The Tundra’s transmission seems to holds gears longer under acceleration, and shifts are heard rather than felt. The difference between the two transmissions is fairly obvious, and that is likely a function of the Tundra automatic’s extra gear.

Winner: Tundra. When it comes to transmissions, more speeds almost always equals better performance, and this test was no exception. The Tundra’s 6-speed transmission is arguably the best in the class.

BRAKES:

The Ram features 4-wheel discs with ABS plus a nice, confident brake pedal feel. The system is supplemented with an Electronic Stability Program that keeps the stops straight, as well as brake assist for emergency stops. The Ram 1500 has 13.2-inch vented discs with two-piston calipers up front and 13.8-inch  discs with single-piston calipers on the rear. Other testers (with big budgets and access to test equipment) have reported a 60 to 0 154-foot braking distance with the off-road package’s Wrangler ATS tires. Not bad, but not as good as our Tundra. On our own un-measured panic stop, the Ram’s brakes were also a little “grabby.” To be fair, Popular Mechanics tested a Ram that achieved a 60 to 0 distance of 131 feet. Clearly tires are a factor.

The Tundra’s brakes are quite a bit bigger (13.9 inches vs 13.2 inches) and thicker (1.26 inches vs. 1.10 inches) than the Ram 1500’s brakes. The Tundra’s pedal feel is just as firm, and our Tundra panic stop felt less grabby. Edmunds.com tested a range of Tundras and measured 60 to 0 braking distances measured from 145.5 to 131 feet, depending on the configuration.

Winner: Tundra. Bigger brakes make for shorter stops, not to mention better resistance to brake fade under towing. At worst (depending upon the brake test results you choose to believe), this category is a tie.

FRAME:

The Ram’s frame is hydroformed (reducing the number of welds) with fully boxed rails, carrying a tensile strength rating of 85,000 psi. The advantages are strength and a 30 lb. weight savings. It’s hard to beat. The rear section is a complete re-design to accommodate the new coil spring rear suspension.

The Tundra’s frame is arguably it’s weak spot. While the jury is still out on Toyota’s choice to use the triple-tech frame instead of a more traditional fully-boxed frame (like the Ram, F150, and GM trucks), it’s clear from stories of bed-bounce that Toyota hasn’t gotten the frame completely right.

Winner: Ram. Toyota’s decision to use a frame completely different than every other truck seems like an unwise decision.

PAYLOAD:

The Ram 1500 payload maxes out at 1,910 lbs (regular cab, long bed, V-6, when properly equipped). The Crew Cabs are limited to shorter beds, reducing the max payload to 1,620 lbs. Bed options include four adjustable cleats for tie-downs and a bed divider/extender on the Crew cab.

The highest payload capacity for a Tundra is 2,060 when properly equipped. The 5’5” bed available on the CrewMax tops out at 1680.

Winner: For most intents and purposes, it’s a tie. Ties always go to the vehicle with the older design (it’s only fair). Tundra wins.

TOWING:

This one is fairly cut-and-dry. Tow capacity on the Ram: 9,100 lbs. (again, when properly equipped). Tundra’s top tow rating is 10,800 on the Tundra grade 4×2 5.7-liter V-8, regular cab, long bed.

Winner: The Tundra - by a ton (pun intended).

Make sure to read part two - 2008 Tundra vs 2009 Dodge Ram Part Two - Features and Pricing.

That’s probably not that bad - there are probably a lot of sites with more attempted spam - but it sure seems like a lot.

Fortunately, the system we use to manage the site manages to catch most of these spammers automatically so we don’t have to read them all.

Thanks for reading our site - we’re getting ready to publish a three-part updated comparison of the 09′ Ram and the 09′ Tundra so we don’t have a formal post today. Thanks for checking-in.