The 2007–2013 Toyota Tundra 4×4 (XK50) with the 5.7-liter 3UR-FE V8 is built around a simple idea: a strong frame, a big naturally aspirated V8, and a part-time four-wheel-drive system that can take you from highway towing to winter roads and rough tracks in one vehicle. This generation was Toyota’s serious bid to compete with domestic half-tons, and the 5.7 4×4 configuration quickly became the go-to choice for buyers who tow regularly, drive in bad weather, or need to reach work sites away from paved roads.
For used-truck shoppers, the Tundra 5.7 4×4 stands out for its durability, conservative engineering, and straightforward maintenance. The trade-offs are clear: higher fuel consumption than many modern downsized or turbocharged rivals, a large footprint, and fewer advanced driver aids than newer trucks. But if you want a full-size pickup that can credibly tow, haul, and tackle rough conditions for many years with the right care, this generation Tundra deserves a close look.
Owner Snapshot
- 5.7-liter V8 and 4×4 hardware give strong towing performance and confident winter traction.
- Proven body-on-frame design and simple, naturally aspirated engine support long service life if maintained.
- Common trouble spots include secondary air-injection parts, water pump seepage, and 4×4 driveline wear in high-salt regions.
- Real-world mixed fuel use for a 5.7 4×4 often lands around 16–17 L/100 km (about 14–15 mpg US).
- A sensible baseline is engine oil and filter every 5,000 miles / 8,000 km or 6 months, with driveline fluids checked at least every 30,000 miles.
Guide contents
- Toyota Tundra 5.7 4×4 in depth
- Toyota Tundra 5.7 4×4 specs
- Tundra 4×4 trims and safety
- 4×4 Tundra reliability and issues
- Maintenance and buying guide Tundra
- Driving performance of Tundra 5.7 4×4
- Tundra 5.7 4×4 versus rivals
Toyota Tundra 5.7 4×4 in depth
The second-generation Tundra (XK50), launched for 2007, was Toyota’s first truly full-sized pickup for the North American market. Everything about it was scaled up versus the earlier Tundra: a much stiffer boxed frame, available crew-cab style cabins, large bed options, heavy-duty brakes, and tow ratings that finally matched domestic half-tons. The 5.7-liter 3UR-FE V8 quickly became the flagship engine, and pairing it with 4×4 hardware turned the truck into a genuine all-weather workhorse.
Under the hood sits the 5.7 V8 with an iron block, aluminum heads, dual overhead camshafts, and dual variable valve timing. It is a naturally aspirated engine tuned for mid-range torque and long-term reliability rather than exotic peak numbers. A 6-speed automatic handles shifting duties; in 4×4 models it is typically the AB60F variant, mated to a two-speed, part-time transfer case and separate front and rear differentials.
The four-wheel-drive system is a traditional truck layout: rear-wheel drive in 2H for normal use, 4H for slippery surfaces and light off-road work, and 4L for deep snow, mud, steep grades, or slow technical driving. On most models, an electronic selector on the dash actuates the transfer case and front axle disconnects. Traction control and stability control work in the background, with “Auto LSD” using the rear brakes to control wheelspin when one tire breaks loose.
For buyers in snowy or rural regions, the 5.7 4×4 Tundra offers a useful balance. It is not a hardcore rock-crawler from the factory; long wheelbases and front overhang limit approach and breakover angles compared with smaller trucks. But it will confidently manage rutted job-site access roads, unpaved forest routes, boat ramps, and deep winter slush that would challenge a 2WD truck. At the same time, the layout remains simple enough that most driveline maintenance is straightforward for a competent shop or experienced home mechanic.
Toyota Tundra 5.7 4×4 specs
Figures below describe a typical 2007–2013 Tundra Double Cab or CrewMax 4×4 with the 5.7-liter V8. Exact values vary by year, cab, bed, and equipment; always verify against the VIN and official documentation.
Engine and performance
| Item | Spec |
|---|---|
| Engine code | 3UR-FE 5.7-liter V8 |
| Layout and valvetrain | 90° V8, DOHC, 32 valves, dual variable valve timing |
| Displacement | 5.7 L (5,663 cc) |
| Bore × stroke | 94.0 × 102.0 mm (3.70 × 4.02 in) |
| Compression ratio | Around 10.2:1 (market and year dependent) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection |
| Max power | 381 hp (283 kW) @ 5,600 rpm |
| Max torque | 544 Nm (401 lb-ft) @ 3,600 rpm |
| Timing drive | Chain-driven camshafts |
| Emissions standard | Typically ULEV II / LEV II for North America |
| Rated economy (4×4 5.7) | Roughly 13 / 17 / 14 mpg US city / highway / combined |
| Real-world highway @ 120 km/h | Often 15–16 L/100 km (about 14–16 mpg US) unloaded |
Transmission and 4×4 driveline
| Item | Spec |
|---|---|
| Transmission | 6-speed automatic, AB60F (most 4×4 5.7 models) |
| Gear ratios (1st→6th, R) | 3.333 / 1.960 / 1.353 / 1.000 / 0.728 / 0.588, reverse about 3.061 |
| Transfer case | Part-time, 2H / 4H / 4L, electronically actuated |
| Final drive ratio (rear) | Commonly 4.30:1 on 5.7 tow-package trucks |
| Front differential | Independent front suspension differential, open |
| Rear differential | Open differential with Auto LSD (brake-based traction aid) |
| Drive type | 4×4, rear-biased with selectable front axle engagement |
Chassis and dimensions (typical 4×4 Double Cab)
| Item | Spec |
|---|---|
| Front suspension | Double wishbone, coil springs, gas shocks, stabilizer bar |
| Rear suspension | Solid axle, leaf springs, gas shocks |
| Steering | Rack-and-pinion, power assisted |
| Brakes | Ventilated discs front and rear, large twin-piston front calipers on many models |
| Wheels / tires | 17–20 in wheels; common tires 255/70 R18 or 275/65 R18 all-terrain or all-season |
| Ground clearance | Roughly 270–280 mm (10.6–11.0 in) for most 4×4 models |
| Approach / departure angles | Around mid-20s degrees for approach and low-20s for departure, configuration-dependent |
| Overall length | Approx. 228–228.7 in (≈5,790–5,810 mm) for Double Cab standard bed |
| Width | About 79.9 in (≈2,030 mm) |
| Height | Around 76–77 in (≈1,930–1,955 mm) for 4×4 |
| Wheelbase | 145.7 in (3,700 mm) on most Double Cab and CrewMax; longer on some long-bed trucks |
| Curb weight | Roughly 5,600–5,900 lb (about 2,540–2,675 kg), depending on cab and trim |
| GVWR | Around 7,100–7,900 lb (≈3,220–3,580 kg), configuration-dependent |
| Fuel tank | Around 26.4 US gal (100 L) |
Performance and capability
| Item | Spec |
|---|---|
| 0–60 mph | Typically in the low- to mid-6-second range for stock 5.7 4×4 trucks |
| Top speed (limited) | Around 109 mph (≈175 km/h), market-dependent |
| Towing capacity (5.7 4×4) | Often 9,500–10,400 lb (≈4,300–4,700 kg) when properly equipped |
| Payload | Roughly 1,400–1,800 lb (≈635–815 kg) depending on cab, bed, and options |
| Roof load | Typically around 220 lb (≈100 kg), but check your specific rating |
Fluids and service capacities (approximate)
| System | Fluid / spec | Approx. capacity |
|---|---|---|
| Engine oil | 0W-20 or 5W-20 meeting Toyota spec | About 7.5–7.9 US qt with filter |
| Engine coolant | Toyota Super Long Life Coolant, 50/50 mix | Around 12–14 L total system |
| Automatic transmission | Toyota ATF WS | About 10–11 L total (service fills are less) |
| Rear differential | 75W-85 or 75W-90 gear oil (Toyota spec) | Around 3 L |
| Front differential | 75W-85 or 75W-90 gear oil | Around 1.3–1.5 L |
| Transfer case | Recommended gear or ATF-type fluid per manual | Roughly 1–1.5 L |
| A/C refrigerant | R-134a | Charge varies by cab; check under-hood label |
Electrical
- Alternator output commonly in the 130–150 A range, higher on some tow-package trucks.
- 12 V battery often Group 27 or similar, with 700+ CCA.
- Spark plugs are long-life iridium types with a typical gap around 1.1 mm (0.044 in).
Safety and driver assistance
- Multiple airbags including front, side, and curtain airbags; front knee airbags added from 2010.
- Standard systems include ABS, electronic brake-force distribution, Brake Assist, stability control, traction control, and Auto LSD.
- No factory autonomous emergency braking, adaptive cruise control, lane-keeping assist, or blind-spot monitoring on this generation.
Tundra 4×4 trims and safety
The 5.7 4×4 drivetrain was available across most of the Tundra lineup between 2007 and 2013, from basic work trucks to upscale, feature-rich CrewMax models. Understanding how the 4×4 hardware and key options map onto trims will help you target the right trucks.
Trims and mechanical differences
- Base / Tundra Grade:
Often found as Regular Cab or Double Cab trucks with simpler interiors. Many base 4x4s still include the heavy-duty tow package when paired with the 5.7, but wheels, interior materials, and convenience features are modest. These are common fleet and work-truck choices. - SR5:
The volume trim for many markets, offered in all cab styles. Expect alloy wheels, better audio, power seats in many cases, and more storage. Many SR5 4×4 trucks include off-road-friendly wheel and tire packages, and tow-package hardware is common with the 5.7. - Limited:
Adds leather, dual-zone climate control, larger wheels, upgraded audio (often JBL), and more chrome. 4×4 Limited models often see mixed use: family vehicles during the week, tow or travel vehicles on weekends. - Platinum and higher-content packages:
Largely associated with CrewMax models and include 20-inch wheels, high-grade audio, sunroof, and unique interior trim. Mechanically they share the same 5.7 4×4 fundamentals but may have different wheel and tire setups that affect ride and off-road grip.
Special packages such as TRD Off-Road or Rock Warrior (where offered) may add skid plates, specific shocks, unique wheels, and more aggressive all-terrain tires. These do not radically change ground clearance but can improve durability and traction in rough use.
Quick identifiers for shoppers
- Look for 4×4 badges on the tailgate and sometimes on the doors or bed sides.
- Inside, a rotary 2H–4H–4L selector on the dashboard indicates the part-time 4×4 system.
- Tow-package trucks often have an integrated hitch receiver, transmission and power steering coolers, and wiring connectors for trailers near the hitch.
- VIN build sheets from a Toyota dealer can confirm the presence of off-road or tow packages, axle ratios, and GVWR.
Safety ratings
In crash testing, this generation Tundra performed well for a large pickup. Extended-cab (Double Cab) and CrewMax trucks with 4×4 configurations earned strong scores in moderate-overlap front and side impact tests from major testing bodies, along with solid roof-strength and head-restraint results. Later model years benefited from incremental improvements and the addition of front knee airbags.
Early NHTSA frontal ratings for 2007 Tundras were four stars for front occupants in many configurations; after structural and airbag adjustments, later models achieved improved scores. Across the 2007–2013 span, the Tundra remained competitive with or better than many domestic rivals in key crashworthiness categories, even if it briefly lagged some in early frontal scores.
Safety systems and ADAS
All 5.7 4×4 trucks in this generation come with:
- ABS with electronic brake-force distribution and Brake Assist.
- Vehicle stability control and traction control.
- Multi-stage front airbags, side airbags, and curtain airbags (with curtain coverage extending to the rear seats on Double Cab and CrewMax).
From 2010 onward, front knee airbags became standard, improving lower-limb protection in frontal crashes. Rear-view cameras and parking sensors become more common in later years and higher trims.
Modern active driver-assistance features such as automatic emergency braking, lane-keeping assist, and adaptive cruise control were not offered. Buyers who see these as essential will need to look at newer trucks, but others appreciate the simplicity and lower repair cost of fewer sensors and modules.
4×4 Tundra reliability and issues
The 3UR-FE V8 and Tundra 4×4 driveline are known for longevity, and many trucks exceed 300,000–400,000 miles when serviced properly. That said, certain issues appear often enough to be worth watching for, especially on older or heavily used vehicles.
Engine-related patterns
- Secondary air-injection system (common, medium cost):
The air-injection pumps and switching valves on early trucks are vulnerable to moisture and corrosion. Typical symptoms are a check-engine light, limp mode, and cold-start fault codes. The fix usually involves replacing the pump(s) and valves with updated components; some owners also fit relocation kits. - Water pump seepage (common, medium cost):
Many 3UR-FE engines eventually develop minor coolant leaks at the water pump. Look for dried pink or white residue near the pump housing, a coolant smell, or slow coolant loss. Replacement of the pump and gasket is the standard remedy and is often combined with coolant service and belt inspection. - Cam-tower and valve-cover leaks (occasional, medium to high cost):
Oil “sweating” or leaking from cam-tower or valve-cover seals is not uncommon at higher mileages. While not catastrophic, the repair is labor-intensive, making it wise to combine with spark-plug replacement or other major work. - Oil consumption (occasional):
Some high-mileage or poorly maintained engines show increased oil usage. Regular oil changes and correct viscosity help minimize this. Any sharp increase in consumption warrants inspection for leaks, PCV issues, or internal wear.
Timing chains are generally robust; problems tend to surface only where oil change intervals have been stretched, oil levels have run low, or engines have been badly overheated.
4×4 driveline and chassis
- 4×4 actuator or ADD issues (occasional, medium cost):
Electronic actuators that engage the front differential or shift the transfer case can stick or fail with age, especially if 4×4 is rarely used. Symptoms include flashing 4×4 lights, refusal to shift into or out of 4H/4L, or grinding noises. Remedies range from cleaning connectors and linkages to replacing the actuator assemblies. - Front differential and CV components (occasional):
Split CV boots, worn CV joints, or leaking front differential seals can occur, particularly on lifted trucks or those used heavily off-road. Left unattended, these can lead to more expensive differential repairs. - Rear driveshaft and u-joints (occasional to common with mileage):
Clunks on take-off or when stopping can indicate slip-yoke lubrication issues or worn u-joints. Early 4×4 trucks were also subject to a recall for rear propeller-shaft joint hardness; affected shafts could crack and require replacement. Any used truck should be checked against official recall records. - Suspension wear (common with age):
Control-arm bushings, ball joints, sway-bar links, and rear leaf-spring bushings gradually wear, particularly on trucks that regularly carry heavy loads or see rough roads. These parts are routine wear items and readily available. - Frame and underbody corrosion (region-dependent, potentially high cost):
Trucks from heavy-salt regions can suffer significant frame and crossmember corrosion. Rust near rear spring mounts, the spare-tire area, and front suspension mounting points is especially concerning. Severe corrosion is expensive to repair and can be a reason to walk away from an otherwise attractive truck.
Recalls and service actions
Notable actions affecting 4×4 models include:
- Rear propeller-shaft recalls on certain 2007 Tundra 4WD trucks due to improperly heat-treated joints.
- Pedal and floor-mat related campaigns as part of Toyota’s broader unintended-acceleration recalls.
- Airbag and occupant-classification related campaigns in specific years.
Always use official VIN lookup tools (and, ideally, a dealer printout) to confirm recall and service-campaign completion. For an older truck, this step is as important as the physical inspection.
Pre-purchase reliability checks
For a used Tundra 5.7 4×4, it is worth insisting on:
- A service history showing regular oil, coolant, and driveline fluid changes.
- Proof that major recalls and campaigns have been completed.
- A careful frame and underbody inspection for rust and previous repairs.
- A road test that includes engaging and disengaging 4H and 4L and driving at low and highway speeds.
- A scan-tool check for stored or pending engine, transmission, or 4×4 system codes.
Trucks that pass these checks and show honest cosmetic wear usually make solid long-term bets.
Maintenance and buying guide Tundra
A Tundra 5.7 4×4 can be a very long-lived truck if you follow a consistent maintenance plan and choose a good example to start with. The schedule below is a practical guideline; always fine-tune it to match your driving and the official service information for your truck’s year and market.
Practical maintenance schedule (typical mixed use)
- Engine oil and filter: every 5,000 miles (8,000 km) or 6 months. Shorter intervals are sensible if you tow, idle extensively, or drive in very dusty or hot conditions.
- Engine air filter: inspect at 15,000 miles (24,000 km), replace around 30,000 miles (48,000 km), sooner in dusty climates.
- Cabin air filter: every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years.
- Spark plugs: long-life iridium, typically replaced around 120,000 miles (190,000 km) or 10 years.
- Coolant: first change around 100,000 miles (160,000 km) or 10 years, then every 50,000 miles (80,000 km) or 5 years, in line with Toyota’s Super Long Life coolant guidance where applicable.
- Automatic transmission (ATF WS): many owners choose drain-and-fills or partial exchanges every 60,000–90,000 miles (100,000–150,000 km), especially if towing or operating in hot climates.
- Front and rear differential oil: about every 60,000 miles (100,000 km); if you tow heavy or wheel off-road, 30,000-mile (50,000-km) intervals are more conservative.
- Transfer case fluid: align with differential intervals, especially if you use 4×4 frequently.
- Brake fluid: every 3 years regardless of mileage.
- Brake pads and rotors: inspect at every tire rotation; replace when thickness or surface condition dictates.
- Serpentine belt and hoses: inspect yearly; replacement is common around 90,000–120,000 miles (145,000–190,000 km) or when cracks, glazing, or noise appear.
- Tire rotation and alignment: rotate tires every 5,000–7,500 miles (8,000–12,000 km). Align when installing new tires or when you notice uneven wear or pull.
- 4×4 system exercise: engage 4H for a short drive at least once a month and use 4L occasionally to keep actuators and linkages moving.
- 12 V battery: load-test annually once it is more than four years old.
Timing chains are not a scheduled replacement item. Instead, monitor for noise, timing-related fault codes, or significant wear indications and address them promptly if they arise.
Fluid specs and torque considerations
Fluid capacities and torque values vary by year and configuration, so always confirm in the factory service manual for your VIN. As a decision guide:
- Use Toyota-approved engine oil, ATF WS, and Super Long Life coolant where specified.
- For differentials and transfer case, stick with the viscosity and specification recommended for your climate and usage.
- Wheel-lug torque, drain-plug torque, and critical suspension-bolt torque are important both for safety and to avoid damage. A quality torque wrench and the correct values from the service manual are strongly recommended.
Buyer’s checklist for a 5.7 4×4 Tundra
When shopping for a used truck:
- Inspect from the bottom up. Check frame rails, crossmembers, spring hangers, cab mounts, and the area around the spare tire for corrosion or repairs. Heavy flaking, holes, or patched sections near mounts are strong warning signs.
- Look for leaks. Examine the engine, transmission, front and rear differentials, and transfer case. Minor seepage is typical on older trucks; active drips or damp casings should be investigated.
- Test the 4×4 system. With the seller’s permission, shift between 2H, 4H, and 4L on appropriate surfaces and speeds following the manual. Engagement should be smooth, without grinding or extended flashing indicator lights.
- Evaluate ride and steering. On a test drive, note any pulling, vibration, clunks, or wander. These can indicate alignment issues, worn bushings, wheel bearings, or driveline problems.
- Check service records. Favor trucks with documented oil changes, coolant service, and driveline-fluid changes, even if the trim level is modest. Good maintenance matters more than extra features.
- Verify recall status. Use official VIN tools and, where possible, a dealer printout to confirm that safety recalls (including driveshaft and pedal campaigns) have been completed.
Recommended years and configurations
For many buyers, 2010–2013 Tundra 5.7 4×4 trucks in SR5, Limited, or Platinum trims offer a sweet spot: updated safety features, a mature design, and good availability. Earlier 2007–2009 trucks can still be great choices if they are rust-free, have had any relevant recalls addressed, and come with solid maintenance records.
Driving performance of Tundra 5.7 4×4
On the road, the 5.7-liter V8 and 4×4 drivetrain give the Tundra a confident, almost effortless feel in everyday driving. The engine pulls strongly from low revs and builds power smoothly to the top of the usable range. The 6-speed automatic keeps the engine in its sweet spot and avoids constant hunting on gentle grades, especially when the tow/haul mode is used with a trailer.
Ride, handling, and refinement
Unloaded, the Tundra 4×4 rides firmly but not harshly, with the rear leaf springs tuned to support real payload rather than feel like a crossover. The front independent suspension helps the truck track calmly over broken pavement, though sharp bumps and expansion joints will still remind you this is a body-on-frame pickup. With weight in the bed or a trailer attached, the ride settles and feels more planted.
Steering is light enough for city maneuvering but stable on the highway once you are used to the size. Body roll is noticeable in tight corners but kept in check, and the truck feels predictable even when changing lanes at speed. Noise levels at highway cruising speeds are reasonable for a full-size pickup of this era, with some tire and wind noise and a subdued V8 note in the background.
4×4 system and traction
In normal conditions, the Tundra runs in 2H rear-wheel drive for fuel efficiency. When roads get slick, turning the dash selector into 4H locks the front and rear axles together through the transfer case, providing full-time four-wheel traction at moderate speeds. On rough trails, steep climbs, deep snow, or sand, selecting 4L multiplies torque and slows everything down for better control.
Traction and stability control work with the 4×4 system to keep things composed. On some trims and packages, additional off-road aids such as downhill assist or enhanced traction modes may be present. The limiting factors in more serious off-road use are the truck’s overall size, long wheelbase on some configurations, and front overhang, which can restrict approach and breakover angles. For most owners, these boundaries are seldom reached; they use the truck for snow, rutted tracks, and unpaved roads, where the Tundra feels well within its comfort zone.
Real-world efficiency and towing behavior
Fuel consumption for the 5.7 4×4 is on the heavy side. Typical owner experiences:
- Around 18–20 L/100 km (12–13 mpg US) in city use, depending on traffic and driving style.
- About 14–16 L/100 km (14–16 mpg US) at highway speeds around 100–110 km/h (60–70 mph), unloaded.
- Mixed driving in the 16–17 L/100 km range (roughly 14–15 mpg US) for many drivers.
Adding a trailer or heavy load will raise consumption significantly, often by 20–40 percent. The upside is that the Tundra feels strong and composed when towing within its rated limits. Acceleration is brisk for a half-ton, the brakes are stout, and the tow/haul mode tweaks shift points to hold gears longer and use engine braking on descents. Proper weight distribution, quality tires, and correctly set tongue weight are still essential for safe towing.
In snow and rain, the 4×4 system provides a clear advantage over a 2WD truck. With appropriate all-terrain or winter tires and sensible driving, the Tundra 5.7 4×4 is a very capable all-season platform.
Tundra 5.7 4×4 versus rivals
In the 2007–2013 timeframe, the Toyota Tundra 5.7 4×4 competed directly with:
- Ford F-150 5.4 and later 5.0 V8s and EcoBoost V6s.
- Chevrolet Silverado and GMC Sierra 1500 with 5.3 and 6.0 V8s.
- Ram 1500 with the 5.7 Hemi V8.
Today, shoppers compare used Tundras to these same trucks. Each has its own strengths, and the best choice depends on your priorities.
Where the Tundra 5.7 4×4 shines
- Long-term reliability: The 3UR-FE V8 and 6-speed automatic have a strong reputation for durability. While no drivetrain is perfect, catastrophic engine or transmission failures are relatively uncommon in well-maintained Tundras compared with some rivals from the same era.
- Straightforward engineering: The naturally aspirated V8, conventional 6-speed, and part-time 4×4 system are well-understood by independent shops. There are no turbos, no complex cylinder-deactivation systems, and no ultra-high-count gearboxes to worry about.
- Towing confidence: With the heavy-duty tow package and 4.30 axle, the Tundra 5.7 4×4 tows confidently within its rated limits. Acceleration with a trailer is strong, and the truck feels stable on long highway pulls when properly set up.
- Resale value and owner loyalty: Strong reliability perception and a relatively limited fleet presence mean used Tundras tend to hold their value well. Many owners keep them for a long time and replace them with another Tundra.
Where rivals may hold an advantage
- Fuel economy: Later F-150s with EcoBoost engines and some GM 5.3 trucks can deliver noticeably better fuel economy, especially unloaded on the highway.
- Ride comfort and refinement: Some Ram 1500s, with coil-spring rear suspensions and later interior designs, feel more car-like in everyday driving. Higher-trim domestic trucks also often feature more advanced infotainment and luxury options.
- Off-road focus: Certain special-edition rivals—such as dedicated off-road packages with locking differentials, more aggressive tires, and specific electronic off-road modes—offer stronger out-of-the-box rock-crawling or dune capability than a stock Tundra.
Who the Tundra 5.7 4×4 suits best
This generation Tundra is ideal if you:
- Want a durable, traditional 4×4 truck and are comfortable with higher fuel usage in exchange for simple, proven hardware.
- Regularly tow medium to heavy trailers and value a strong, naturally aspirated V8.
- Live in regions with snow, unpaved roads, or job-site access needs but do not require extreme rock-crawling ability.
- Prefer a truck that you can keep for many years with predictable maintenance rather than chasing the latest gadgets.
If maximum fuel efficiency, the latest driver-assist technology, or a luxury-car ride are top priorities, you may lean toward certain F-150, Silverado/Sierra, or Ram 1500 models. But for buyers who value straightforward engineering, long-term durability, and confident 4×4 capability, the 2007–2013 Toyota Tundra 5.7 4×4 remains one of the most reassuring options in the used full-size pickup market.
References
- 2011 Tundra – Owners’s Manual 2011 (Owner’s Manual)
- WHAT’S NEW: 2010 TOYOTA TUNDRA 2009 (Press Release)
- 2007 TOYOTA TUNDRA 4 DR RWD/AWD 2007 (Safety Rating and Recall Database)
- 2010 Toyota Tundra 2010 (Safety Rating)
- Toyota Tundra 2024 (Model Overview)
Disclaimer
This article is intended for general informational purposes only and does not replace professional diagnosis, repair advice, or official service documentation. Specifications, fluid types, torque values, and maintenance intervals can vary by model year, market, trim level, and individual VIN, and they may change with technical updates or recalls. Always confirm critical information using the official Toyota owner’s manual, factory service manual, and relevant technical bulletins, or consult a qualified technician before performing any work on your vehicle.
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