The second-generation Toyota Tundra XK50 launched for 2007 was a major step up from the original, and the rear-wheel-drive 4.7-liter V8 version sits in a useful middle ground. It offers more power and payload than the V6, with lower purchase and running costs than the 5.7-liter i-Force flagship. The 2UZ-FE V8 is a proven, undersquare, iron-block engine known for long service life when maintained, and it is paired with a five-speed automatic tuned for towing and day-to-day drivability.
This guide focuses on 2007–2009 RWD 2UZ-FE trucks, explaining what the numbers mean in real use: how they tow, what they cost to run, where they rust, and which maintenance items actually matter. Whether you already own one or are considering a used Tundra XK50, the aim is to give you enough technical and practical detail to plan ownership with confidence rather than guesswork.
Core Points
- 2UZ-FE 4.7-liter V8 favors durability and smooth torque over peak power, ideal for moderate towing and long highway use.
- RWD versions are simpler and slightly more efficient than 4×4 trucks, with fewer driveline components to service or repair.
- Frame corrosion and neglected fluids (especially ATF and differential oils) are the biggest long-term threats on higher-mileage XK50s.
- Engine oil and filter changes every 8,000–10,000 km or 6 months (5,000–6,000 miles) help keep the 2UZ-FE healthy in mixed use.
Navigate this guide
- Toyota Tundra XK50 overview
- XK50 4.7 technical data
- Trims, equipment and safety
- Reliability and common problems
- Maintenance and buyer’s guide
- Driving and real-world performance
- How it compares to rivals
Toyota Tundra XK50 overview
The XK50 Tundra was Toyota’s first full-size pickup designed specifically around the North American market. Compared with the earlier XK30/40, the 2007–2009 trucks are noticeably larger, with a wider track, longer wheelbase options, and significantly higher tow and payload ratings. The 2UZ-FE 4.7-liter V8 sits below the 5.7-liter engine in the lineup but remains a solid choice for owners who value reliability and straightforward service over outright speed.
On RWD models, the 2UZ-FE is paired with a five-speed A750E automatic transmission and a conventional rear differential, usually with an open carrier and optional limited-slip or electronic traction aids depending on trim. This simpler driveline reduces maintenance complexity compared with 4×4 trucks and slightly improves fuel economy in highway use.
Cab choices in this period typically include Regular Cab, Double Cab, and CrewMax, all on the same fully boxed frame. Longer wheelbases and heavier cabs add curb weight but also improve stability when towing. Even in RWD form, the XK50 Tundra is sized and geared for North American expectations: strong low-rpm torque, big brakes, and a chassis tuned more for load-hauling confidence than sharp, car-like handling.
The 4.7-liter engine itself is an evolution of Toyota’s UZ-family V8s, with an iron block, aluminum heads, dual overhead cams, and a conservative specific output. It prioritizes robustness over cutting-edge efficiency, which is why the 2UZ-FE appears in other demanding applications such as the Land Cruiser and Lexus GX. For buyers, this translates into an engine that tends to tolerate high mileage, moderate neglect, and heavy towing better than many contemporary half-ton rivals, provided that oil changes and cooling system care are taken seriously.
XK50 4.7 technical data
This section focuses on typical specifications for 2007–2009 rear-wheel-drive Tundra XK50 models with the 2UZ-FE 4.7-liter V8 in the North American market. Exact figures vary with cab, bed length, and equipment, so treat values as typical ranges rather than absolute numbers.
Engine and performance (2UZ-FE 4.7-liter V8)
| Item | Specification |
|---|---|
| Engine code | 2UZ-FE i-Force V8 |
| Layout and cylinders | 90° V8, DOHC, 4 valves per cylinder |
| Block / head material | Cast-iron block, aluminum heads |
| Displacement | 4.7 L (4,664 cc) |
| Bore × stroke | 94.0 mm × 84.0 mm (3.70 in × 3.31 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection |
| Compression ratio | ~9.6 : 1 |
| Maximum power | ~276 hp (206 kW) @ 5,400 rpm |
| Maximum torque | ~313 lb-ft (424 Nm) @ 3,400 rpm |
| Timing drive | Chain-driven camshafts |
| Recommended fuel | Unleaded regular (87 AKI) |
| Emissions standard | Tier 2 / LEV II (market-dependent) |
Factory fuel economy ratings for 2WD 4.7-liter trucks are typically in the mid-teens mpg (US) combined, with city figures around 14–15 mpg and highway ratings about 17–18 mpg depending on model year and test cycle. Real-world results vary widely: lightly loaded highway cruising can match or slightly beat the official numbers, while short-trip city driving or heavy towing can drag consumption into the low teens.
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | A750E 5-speed electronically controlled automatic |
| Gear ratios (1st–5th) | Approx. 3.52 / 2.04 / 1.40 / 1.00 / 0.72 |
| Reverse | ~3.22 |
| Final drive ratio | Commonly ~3.91 or 4.10 (varies by axle and tow package) |
| Drive type | Rear-wheel drive (RWD) |
| Differential | Open rear differential, some trims with limited-slip or electronic traction aids |
The A750E is a robust truck transmission derived from the Land Cruiser and 4Runner units. In Tundra use it is tuned for smooth, early upshifts in light throttle, with a tow/haul mode that holds lower gears longer to reduce shift hunting on grades.
Chassis, dimensions and capacities
Values below are typical for 2WD Double Cab and Regular Cab models; CrewMax versions tend toward the upper end of the ranges.
| Item | Specification (approximate range) |
|---|---|
| Frame | Fully boxed ladder frame |
| Front suspension | Double wishbone with coil springs and stabilizer bar |
| Rear suspension | Leaf springs with solid rear axle |
| Steering | Rack-and-pinion, power-assisted |
| Brakes | Front ventilated discs, rear solid or ventilated discs (diameter varies by wheel/tow package) |
| Wheelbase | ~3,220–3,700 mm (126.8–145.7 in) depending on cab/bed |
| Overall length | ~5,300–5,800 mm (209–228 in typical 2WD configurations) |
| Overall width | ~2,030 mm (80 in) |
| Overall height | ~1,930 mm (76 in) without roof accessories |
| Ground clearance | ~255–270 mm (10–10.6 in) unladen |
| Curb weight | ~2,100–2,400 kg (4,630–5,300 lb) |
| GVWR | Commonly ~3,000–3,400 kg (6,600–7,200 lb) depending on configuration |
| Fuel tank capacity | ~100 L (26.4 US gal) |
| Typical bed lengths | ~2.0 m (6.5 ft) or ~2.5 m (8.1 ft) |
Performance and capability
| Item | Specification (typical) |
|---|---|
| 0–100 km/h (0–62 mph) | ~8.5–9.0 s (unladen, Double Cab) |
| Top speed (governed) | Around 175–180 km/h (109–112 mph) |
| Maximum conventional tow rating | Up to ~3,175–3,650 kg (7,000–8,000 lb) with tow package, depending on cab/axle/gear ratio |
| Typical payload | ~725–900 kg (1,600–2,000 lb) in 2WD trims |
| Roof load | Adequate for typical rack systems; check specific rack rating |
In practice, the limiting factor for safe towing is often rear-axle load and tongue weight rather than raw tow rating, so a proper weight-distributing hitch and careful loading are recommended for heavier trailers.
Fluids and service capacities (typical)
Always verify against the label under the hood or service manual for your VIN; values vary slightly by year and axle.
| System | Specification and capacity (approximate) |
|---|---|
| Engine oil | API SM/SN or later, 5W-30; ~6.6–6.8 L (7.0–7.2 US qt) with filter |
| Engine coolant | Toyota Super Long Life Coolant (pink), premixed 50/50; roughly 11–12 L (11.6–12.7 US qt) total system |
| Automatic transmission (A750E) | Toyota WS ATF; full system ~10–12 L (10.5–12.7 US qt), drain/refill significantly less |
| Rear differential | Hypoid gear oil, typically 75W-85 or 75W-90 GL-5; ~2–3 L (2.1–3.2 US qt) depending on axle |
| Power steering | ATF-type fluid, often Toyota ATF Dexron-III equivalent for these years |
| Brake fluid | DOT 3 or DOT 4, as specified on reservoir |
| A/C refrigerant | R-134a; charge mass and compressor oil quantity depend on cab and system configuration |
Electrical and ignition
| Item | Specification (typical) |
|---|---|
| Alternator output | ~130–150 A (varies by package) |
| 12 V battery | ~580–710 CCA, group size adapted to North American standards |
| Spark plugs | Iridium or platinum; long-life type, with change interval around 160,000 km (100,000 miles) under normal service |
Safety and driver assistance
For 2007–2009, safety hardware is focused on passive and basic active systems rather than modern ADAS.
- Front airbags with seat-mounted side airbags and side-curtain airbags in many configurations.
- Four-wheel ABS with electronic brake-force distribution and brake assist.
- Vehicle stability control and traction control standard or widely available by trim/year.
- Tire pressure monitoring system fitted in most markets.
Advanced systems like adaptive cruise control or autonomous emergency braking were not offered on these early XK50 trucks.
Trims, equipment and safety
Toyota’s trim structure varies slightly over the 2007–2009 period, but RWD 4.7-liter trucks typically appear in work-oriented and mid-range grades rather than the most luxurious models that were often paired with the 5.7-liter V8. Common patterns include:
- Work truck / base: Regular Cab or Double Cab, cloth or vinyl seats, manual or basic power windows, steel wheels, minimal cosmetic add-ons. These often have fewer convenience features but the same core mechanicals as higher trims.
- SR5 and similar mid-grade trims: More popular for private owners; add alloy wheels, upgraded audio, additional storage, better upholstery, and more steering-wheel and power-access features.
- Limited / higher packages (when combined with 4.7): May include dual-zone climate control, power seats, improved audio systems, and more extensive chrome and interior trim, though the 5.7-liter often dominates at the very top tier.
Key mechanical distinctions by trim and package include:
- Towing package: Heavier-duty hitch receiver, upgraded cooling (larger transmission cooler and sometimes engine cooling enhancements), higher-capacity alternator, and a numerically higher final-drive ratio. This package can significantly affect tow rating and real-world transmission temperatures on grades.
- Wheel and tire packages: Base models often use 17-inch wheels with all-season tires; higher trims and tow packages may step up to 18-inch or optional 20-inch wheels with slightly firmer ride and better lateral grip when unloaded.
- Differential and traction aids: Some mid-and high-grade RWD trims combine stability control and traction control with more aggressive programming that imitates a limited-slip differential by braking a spinning rear wheel.
From a safety-equipment standpoint, early XK50 Tundras were competitive for their time. Frontal crash protection and side-impact performance are generally strong for full-size pickups of this era, with rollover resistance typical of a tall, body-on-frame truck. Side curtain airbags and stability control are important features to look for when comparing trucks within the 2007–2009 window, as equipment levels improved over time and differed across trims.
For child seats, look for LATCH/ISOFIX anchor points and top tether anchors in the rear seating positions where fitted; Double Cab and CrewMax models are more family-friendly than Regular Cab trucks simply because of cabin space and door configuration. Crew cabs also tend to carry the most complete airbag coverage.
Calibration and service implications are more modest than on newer trucks. There are no camera-based lane systems to re-aim after repairs, but stability-control and ABS systems may require calibration or relearning procedures after major component replacements. Steering-angle sensor initialization, wheel-speed sensor checks, and proper yaw-rate sensor mounting are the key points if the truck develops stability-control warning lights after suspension or steering work.
Reliability and common problems
The 2UZ-FE Tundra XK50 has a strong reputation for long-term durability, but these trucks are now well over a decade old, and age-related issues are common. It helps to think of problems in groups: engine, driveline, chassis and brakes, electrical, and corrosion.
Engine and cooling
The 2UZ-FE is generally free of catastrophic design flaws. Common age-related issues include minor oil leaks from valve-cover gaskets and front crank seals, seepage at cam seals, and occasional intake manifold gasket leaks. Most present as oil smells or light spotting on the driveway rather than sudden failures. Cooling system problems usually stem from old coolant, aged hoses, or radiators with blocked cores or external corrosion. Overheating is relatively rare if coolant changes and radiator checks are kept up, but towing in hot climates will expose weak radiators and fan clutches first.
Timing chains and guides in this engine family are durable and not scheduled for routine replacement. Chain rattle at cold start, cam/crank correlation codes, or severe sludge from long oil-change intervals are the main reasons for deeper timing work. Regular oil changes with correct viscosity significantly reduce these risks.
Fuel and ignition
Coil-on-plug ignition can suffer from occasional coil failures, especially on high-mileage trucks or those exposed to moisture and heat cycling (e.g., northern winters with road salt). Misfire codes on a single cylinder are often traced to one failing coil or a fouled plug. Fuel injectors are generally reliable; issues more often arise from clogged filters, low-quality fuel, or aging fuel pumps on very high-mileage vehicles.
Transmission and driveline
The A750E automatic is typically robust when fluid is changed on a sensible schedule. Symptoms like shift flare, harsh 2–3 shifts, or torque-converter shudder usually point to old or overheated ATF, or in more severe cases, worn internal clutches or valve-body issues. On RWD trucks, driveshaft U-joints and carrier bearings (if fitted) are wear items, especially in trucks used for regular towing or commercial work.
Rear differentials are strong but do not like long-neglected gear oil. Whining or howling at cruise, clunking on take-off, or metal flakes in drained oil are warnings that the axle may need rebuild or replacement.
Suspension, steering and brakes
Control-arm bushings, ball joints, and tie-rod ends eventually loosen, especially on trucks that see rough roads or heavy payloads. Symptoms include vague steering, tramlining, or uneven tire wear. Rear leaf-spring bushings can also wear or rust, leading to squeaks and clunks over bumps.
Brake systems are generally straightforward. Warped front rotors or vibration under braking may result from overheating or cheap replacement parts. ABS wheel-speed sensors at the hubs can corrode, creating intermittent ABS warnings; cleaning and careful replacement with correct-spec parts usually solves these issues.
Corrosion and frame issues
One of the most important long-term concerns on older Tundras is corrosion, particularly on the frame, brake and fuel lines, and rear leaf-spring mounts. In harsh winter climates, road salt can accelerate rust, especially if the truck is not regularly washed underneath. Severely corroded frames can be structurally compromised and may be difficult or impossible to repair economically, so underbody inspection is critical.
Recalls and service campaigns
Past recalls and service campaigns for Tundras in this era have included issues such as propeller shaft concerns, potential corrosion problems in certain regions, and various small hardware or system fixes. When assessing a specific truck, obtain the VIN and run it through an official recall checker for your market, then confirm completion with dealer records. This is especially important for any campaign related to frame corrosion, steering or suspension components, or driveline hardware.
Pre-purchase, ask for documentation of major repairs (e.g., transmission work, differential rebuilds, or frame repairs/inspection reports). Trucks with incomplete recall history or vague records of “rust repair” deserve particularly close attention on a lift.
Maintenance and buyer’s guide
A 2007–2009 Tundra 4.7 RWD is best treated as a working truck with a preventive-maintenance mindset. Time and mileage both matter: many of these vehicles have seen towing, job-site use, or frequent stop-start city driving.
Core maintenance schedule (typical, adapt to local guidance)
- Engine oil and filter: Every 8,000–10,000 km or 6 months (5,000–6,000 miles) in mixed use; shorten to 5,000 km/3,000 miles for severe duty such as heavy towing, hot climates, or short trips.
- Engine air filter: Inspect every 15,000 km (10,000 miles); replace every 30,000–40,000 km or sooner in dusty environments.
- Cabin air filter: Replace every 20,000–25,000 km (12,000–15,000 miles) or annually.
- Spark plugs: Long-life iridium plugs typically around 160,000 km (100,000 miles); replace sooner if misfire or poor fuel economy appears.
- Coolant: Toyota Super Long Life Coolant is often specified for extended intervals (e.g., 160,000 km / 10 years initial, then shorter intervals). On an older truck, many owners adopt a conservative 5-year/80,000–100,000 km refresh.
- Automatic transmission fluid: Even if originally “lifetime fill,” a 60,000–80,000 km (40,000–50,000 mile) change interval is a sensible compromise for longevity, especially for trucks that tow.
- Differential oil: Every 60,000–80,000 km; more often with heavy towing or frequent launches.
- Brake fluid: Flush every 2–3 years regardless of mileage to limit internal corrosion.
- Serpentine belts and hoses: Inspect annually after 10 years; replace at first sign of cracking, glazing, bulging or soft spots.
- Steering and suspension: Check joints, bushings and shocks/struts every 20,000–30,000 km; align the truck after significant suspension work or curb impacts.
- Tyre rotation and alignment: Rotate every 10,000–12,000 km (6,000–7,500 miles); check alignment annually or after suspension changes.
- 12 V battery: Load-test annually after 4–5 years of age; many owners proactively replace at 5–6 years to avoid no-start issues in winter.
Where adjustable valve clearances are present, follow factory recommendations for inspection. Most 2UZ-FE applications do not require frequent valve-clearance checks, but noisy valvetrain or performance changes should be investigated with proper measurements rather than guesswork.
Fluid specifications and torque values (examples)
- Engine oil drain plug: Typically torqued in the 35–45 Nm (26–33 lb-ft) range.
- Wheel lug nuts: Commonly around 130–150 Nm (95–110 lb-ft) depending on wheel.
- Spark plugs: Usually around 18–25 Nm (13–18 lb-ft) with anti-seize use guided by plug manufacturer.
Always verify with model-specific service literature before wrenching.
Buyer’s checklist
When evaluating a used 2007–2009 Tundra 4.7 RWD, pay close attention to:
- Frame and underbody: Look for heavy flaking rust, perforation near crossmembers, spring mounts, and steering/suspension pick-up points. A clean, lightly surface-rusted frame is normal; scaling or holes are red flags.
- Bed supports and cab mounts: Inspect for rust, cracks, and collapsed bushings.
- Engine bay leaks: Check valve-cover edges, front timing cover area, and around the oil pan. Light sweating is common; heavy wetness needs further diagnosis.
- Cooling system: Radiator fins, plastic tanks, and hose condition; look for dry coolant stains and check that the fan clutch engages when hot.
- Transmission behavior: Test drive from cold; note any delay into gear, harsh shifts, or shudder at light throttle. Perform a kick-down at highway speeds to judge responsiveness.
- Differential noise: Listen at steady cruise and on deceleration; a healthy axle is quiet.
- Suspension and steering: Feel for clunks over bumps, steering wander, and abnormal tyre wear.
- Electrical and interior: Verify all windows, locks, lighting, and gauges; older trucks may have minor switch or cluster issues but these can be time-consuming to track down.
In terms of which trucks to favor, many buyers prefer:
- Southern or western trucks with documented underbody washes and limited rust.
- Tundras with consistent oil-change and coolant history, especially if they’ve towed.
- RWD 4.7s used mainly as personal or light-commercial vehicles rather than as heavily loaded fleet trucks.
Avoid trucks with significant frame corrosion, unresolved major accident damage, or vague histories about transmission or differential repair; even a cheap purchase price can be wiped out by a few large repairs. Properly maintained, however, a Tundra XK50 4.7 RWD can easily run well past 300,000 km (186,000+ miles) with only predictable wear-and-tear work.
Driving and real-world performance
On the road, the RWD Tundra XK50 with the 4.7-liter V8 feels more relaxed than urgent. The 2UZ-FE’s character is defined by a broad, smooth torque curve rather than a dramatic top-end rush. Around town, the engine pulls strongly from low rpm, and the five-speed automatic slips unobtrusively into higher gears, keeping revs low for refinement. Kick-down for passing is decisive but not as brisk as the 5.7-liter trucks; this is a powertrain tuned for steady, predictable thrust rather than outright speed.
Ride quality depends heavily on cab, bed and load. Unladen Regular Cab trucks on stiffer springs can feel bouncy over broken pavement, while Double Cab and CrewMax models with some weight in the bed settle down nicely. Compared with some rivals, the Tundra’s front suspension gives reasonably good control over mid-corner bumps, though the tall center of gravity and soft rear leafs still remind you this is a full-size pickup. Steering is light and reasonably direct for the class, with enough feedback to place the truck accurately on narrow roads.
Noise levels are moderate: the V8 is quiet at cruise and only makes itself heard under heavier acceleration. Wind and tyre noise are acceptable for a truck launched in the mid-2000s, especially on smaller-diameter wheels with more sidewall. Aftermarket off-road tyres and aggressive wheel fitments can noticeably increase road roar and impact harshness.
In real-world fuel use, most owners see 13–16 mpg (US) in mixed driving, which corresponds to roughly 17–21 mpg (UK) or 15–18 L/100 km, depending on usage, gearing, and load. Long, steady highway trips at moderate speeds can approach or slightly exceed the original highway rating, while heavy city use or towing can drag economy below 13 mpg (US). Cold winters, short trips, and remote-start idling also have a clear impact on consumption.
For towing, the RWD Tundra with the 4.7-liter V8 is well-suited to medium-weight trailers such as small campers, boats, and car haulers within its rated limits. The combination of a robust ladder frame, long wheelbase options, and strong brakes delivers good stability when properly set up with a weight-distributing hitch. Transmission temperatures stay reasonable if the tow package cooling is intact and fluid is fresh, but long mountain grades still reward sensible speeds and manual gear selection to avoid excess heat.
Traction in poor weather is naturally more limited than in 4×4 trucks, especially on unloaded RWD models. Good all-season or dedicated winter tyres, combined with a modest amount of ballast over the rear axle, can make a big difference. Stability and traction control are useful safety nets, but they are not a substitute for correct tyres and smooth inputs on snow, ice, or wet pavement.
How it compares to rivals
In the 2007–2009 timeframe, the Tundra 4.7 RWD competed against V8 versions of the Ford F-150, Chevrolet Silverado/GMC Sierra 1500, Dodge Ram 1500, and Nissan Titan. Each has its strengths, but the Tundra stands out in a few key ways.
Against the Ford F-150 of this era, the Tundra’s 2UZ-FE tends to feel smoother and more relaxed, with a reputation for fewer serious engine issues over very high mileage. Ford offers a wider range of cab and bed configurations and often more advanced interior features, but some engines and transmissions from that generation have more mixed long-term reliability records.
Compared with the Chevrolet Silverado and GMC Sierra, the Tundra trades a bit of fuel efficiency and sometimes payload for a simpler, more conservative engine design. GM’s small-block V8s are also well-proven and efficient, but some owners report more frequent electrical and interior-trim problems. Parts availability is excellent for all three brands, but Toyota’s strong resale values can keep used-truck prices higher for equivalent age and mileage.
Relative to the Dodge Ram 1500 of the same period, the Tundra usually scores higher on perceived build quality and body integrity over time. Ram trucks often offer more distinctive styling and comfortable ride tuning, especially with coil-spring rear suspensions on later models, but may require more attention to front-suspension and steering components as they age.
The Nissan Titan is perhaps the closest analog to the Tundra in terms of being a Japanese-designed full-size V8 pickup. Titans of this era tend to be more niche in the used market, with potentially lower purchase prices but more limited parts availability in some regions. The Tundra’s broader sales and service network typically make sourcing maintenance and repair support easier.
For buyers who prioritize a calm, durable powertrain and are willing to accept mid-2000s fuel economy, the 2007–2009 Toyota Tundra RWD 4.7-liter remains an appealing choice. It is not the most powerful or technologically advanced truck of its era, but it offers a blend of mechanical simplicity, proven design, and real-world capability that continues to age well—especially in rust-free examples with solid service history.
References
- Toyota Launches All-New Tundra Pickup Truck in North America 2006 (Press Release)
- 2007 Toyota Tundra Owner’s Manual 2006 (Owner’s Manual)
- 2007 Toyota Tundra RWD — NHTSA Vehicle Details 2007 (Recall Database)
- Fuel Economy of 2007 Toyota Tundra 2007 (Fuel Economy Data)
- Toyota Tundra Crew Cab Pickup — IIHS Ratings 2014 (Safety Rating)
Disclaimer
This article is intended for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, maintenance intervals, and repair procedures can vary by VIN, model year, market, and equipment level. Always confirm details against the official owner’s manual, workshop manual, and technical service information for your specific vehicle, and consult a qualified technician when in doubt.
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