Toyota has always been known for building durable trucks, that are high on practicality and function. But, being a Japanese based company, they didn’t embrace the US convention of a ‘full-size truck’ until the late 90’s with their Tundra. Even then, the first generation was seen by many as more of a 3/8 ton truck than a true 1/2 ton thanks to its slightly smaller size, and lighter duty running components. In fact, while the original Tundra was a good truck on its own, at its core it was basically a slightly wider Tacoma with a V8 to help it keep up with the domestic makers trucks. Fast forward to 2007 and Toyota dropped a real winner with the second generation Tundra. Again, occupying a bit of a niche, this truck was bigger, much more powerful and capable. Massive 10.5” rear and 9” front ring gears are on par with 3/4 ton trucks, and the available 385hp 5.7L V8 means it’s no slouch empty or loaded. Thanks to a generous growth in cab size, it became a much more practical truck for daily driving and family hauler duties too. The frame and suspension are quite similar to the conventional Toyota truck layout, with a coilover shock assembly operating with upper and lower control arms in front; long leaf springs are used out back with a conventional shock outboard of the frame for maximum effectiveness. When our one of our local customers came in looking to make some upgrades to his daily driver Tundra, the suspension was one of the first places we zero’d in on for improvements. As the Tundra grew in size, it also grew in weight. We feel that for any truck of this size and capability, the factory spec’d dampers are largely inadequate even on the street.

As with other independent front suspension platforms, the same items need to be addressed to ensure proper alignment and take advantage of the increased wheel travel available from going to a coil over. ICON’s Delta Joint equipped tubular upper arms are a tried and true solution. These proprietary joints offer better resistance to wear from the elements and more angular deflection than a Uniball, without the need for custom spacers and adapters which can develop play over time.

For the rear, the base level Stage 6 kit includes a multi-leaf add a pack, which replaces the overload. We opted for the complete RXT replacement pack as it delivers a smoother overall ride than the add a pack with some nice additional features like a military wrapped front eyelet, and a wrap leaf to combat axle hop; an included extra leaf can also be used to tune the spring rate of the pack to match added load or increased ride height. When coupled with an RXT rear shock even more travel can be unlocked. For this customer, the more compliant ride is all they really wanted.

To complete the overall look and trim the trucks new stance out right, a fresh set of 35” x 12.5” Falken Wildpeak AT3W’s were chosen, and wrapped around stylish ICON Alloys Rebound wheels in bronze. This is a proven combo some of us run on our personal rigs. ICON’s wheels run true, and the Wildpeaks strike an excellent combination of good street manners, aggressive traction off road, and price. We’ve also found them to wear well, especially considering they are snowflake approved for all season usage. One of the nicest parts about these Tundras is they have wheel wells big enough to clear most 34-35” tires with minimal trimming, in fact we think they look so good this way that’s how Toyota should have made them! Contact us today to find out more about how we can help you get your truck into what it should have been stock!