The 2010–2013 Toyota Tundra 4×4 with the 4.6-litre 1UR-FE V8 is the middle-weight of the XK50 pickup line. It combines a modern, chain-driven V8 and six-speed automatic with a robust part-time four-wheel-drive system, giving real off-road traction and confident winter performance without jumping to a heavy-duty truck. With 310 hp, a stout ladder frame, and generous brakes, it can tow and haul effectively while remaining civilised in daily use.
This guide focuses on that exact recipe: 4.6-litre V8, 4×4 driveline, and 2010–2013 model years. You will find detailed specs, tables of key dimensions and capacities, realistic fuel economy expectations, and clear explanations of how the 4×4 system behaves on-road and off-road. We also cover safety ratings, known reliability patterns, sensible maintenance intervals, and buying advice. Whether you already own one or are looking at high-mileage examples, the goal is to help you understand what this Tundra 4×4 does best and how to keep it working for the long term.
Fast Facts
- 4.6-litre 1UR-FE V8 delivers 310 hp and around 327 lb-ft, paired with a six-speed automatic and part-time 4×4 with low range.
- 4×4 models add traction for snow, mud, and work sites while retaining solid towing and payload figures for a half-ton.
- Expect slightly higher fuel use than rear-wheel-drive versions due to extra weight, driveline losses, and higher ride height.
- Plan engine oil and filter changes every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months, with shorter intervals for frequent towing or off-road use.
Guide contents
- Toyota Tundra 4×4 4.6 profile
- Technical specs for Tundra 4×4
- 4×4 trims equipment and safety
- Reliability and known 4×4 issues
- Maintenance schedule and buying guide
- Driving performance in 4×4 use
- Tundra 4.6 4×4 versus rivals
Toyota Tundra 4×4 4.6 profile
In the XK50 lineup, the 4.6-litre 4×4 Tundra occupies a smart middle ground between basic V6 or 4×2 work trucks and the heavy-hitting 5.7-litre 4×4 combinations. It shares the same stout frame, spacious cabs, and big brakes as other Tundras, but uses a slightly smaller V8 that can be easier to live with in daily driving. The 1UR-FE engine is an all-aluminium, dual-overhead-cam V8 with chain-driven cams and dual variable valve timing. It has a reputation for smooth running and long life when serviced on time.
What distinguishes this version is the part-time four-wheel-drive system. Drivers get a selectable 2H/4H/4L setup, usually controlled by a dash switch or lever. In 2H, the truck drives the rear wheels only, preserving fuel economy and reducing wear. In 4H, the front and rear axles are locked together via a transfer case for use on low-traction surfaces. 4L engages a low-range gear set for steep climbs, descents, and slow technical work. Because the system is part-time, 4H is not intended for extended use on high-traction dry pavement where driveline wind-up can occur.
For many owners, this Tundra serves as an all-rounder: it can commute, carry family in Double Cab or CrewMax form, and then tow a camper or boat on weekends. The cab is wide and comfortable, with a straightforward, hard-wearing interior suited to work gloves and muddy boots. Switchgear is large and simple, and the seating position gives a commanding view over traffic.
Compared with 4.6-litre rear-wheel-drive models, the 4×4 version adds weight and complexity at the front axle and transfer case. That means more components to service, slightly higher fuel consumption, and additional wear points such as CV joints and 4×4 actuators. In return, you gain a margin of safety and control when road conditions are poor or when you need to manoeuvre across soft ground, gravel, or steep access tracks. For many owners in snow-belt or rural areas, that trade is well worth it.
Long term, this configuration suits buyers who want real four-season capability without moving to a three-quarter-ton or diesel truck. It responds well to regular fluid changes, rust prevention, and sensible driving, and can easily serve as a long-term vehicle if you are willing to invest in maintenance.
Technical specs for Tundra 4×4
Below are representative specifications for a 2010–2013 Toyota Tundra 4×4 Double Cab or CrewMax with the 4.6-litre 1UR-FE V8 and six-speed automatic. Individual trucks may differ slightly by cab, bed, axle ratio, and market.
Engine and performance
| Item | Specification |
|---|---|
| Engine code | 1UR-FE |
| Configuration | 90° V8, aluminium block and heads |
| Valvetrain | DOHC, 4 valves per cylinder, Dual VVT-i |
| Displacement | 4.6 L (4,608 cc) |
| Bore × stroke | 94.0 × 83.0 mm (3.70 × 3.27 in) |
| Compression ratio | about 10.2:1 |
| Induction | Naturally aspirated |
| Fuel system | Multi-port fuel injection |
| Maximum power | 310 hp at roughly 5,600 rpm |
| Maximum torque | approximately 327 lb-ft (around 443 Nm) near 3,400 rpm |
| Timing drive | Chain |
| Emissions class | Typically ULEV-II / comparable standards |
Economy and efficiency (typical 4×4 figures)
| Cycle | Approximate consumption |
|---|---|
| Urban | around 16–17 L/100 km (about 14–15 mpg US) |
| Extra-urban | around 12–13 L/100 km (about 18–20 mpg US) |
| Combined | around 14–15 L/100 km (about 16–17 mpg US) |
Real usage varies with tyre size, lift kits, accessories, and driving style. Off-road and heavy towing can push consumption notably higher.
Transmission and 4×4 driveline
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic, commonly A760F on 4×4 models |
| Gear ratios (typical) | 1st 3.33, 2nd 1.96, 3rd 1.35, 4th 1.00, 5th 0.73, 6th 0.59, Reverse 3.06 |
| Transfer case | Part-time 4×4 with 2H / 4H / 4L ranges |
| Front differential | Open, independent front suspension with CV half-shafts |
| Rear differential | Open rear axle with electronic traction assist via braking |
| Final drive ratios | Often 3.91:1 or 4.10:1 (dependent on configuration and tow package) |
| Drive type | Selectable rear-wheel drive or four-wheel drive |
Chassis and dimensions (typical 4×4 Double Cab)
| Item | Specification |
|---|---|
| Front suspension | Double wishbone with coil-over shock absorbers |
| Rear suspension | Solid axle with leaf springs |
| Steering | Rack-and-pinion with hydraulic power assist |
| Brakes | Ventilated discs front and rear; ABS with EBD and brake assist |
| Common wheel/tyre fitment | 18-inch wheels with 255/70 R18 or 275/65 R18 tyres |
| Length | about 5,809 mm (228.7 in) |
| Width (body) | roughly 2,029 mm (79.9 in) |
| Height | slightly over 1,930 mm (around 76 in), higher with off-road packages |
| Wheelbase | roughly 3,700 mm (145.7 in) on many Double Cab and CrewMax versions |
| Ground clearance | around 260 mm (10.2 in) stock |
| Approach/departure angles | dependent on trim and bumper, generally suited to light off-road use |
| Curb weight | typically around 2,440–2,500 kg (5,380–5,510 lb) for 4×4 V8 models |
| GVWR | commonly 3,175–3,266 kg (7,000–7,200 lb) |
Performance and capability
| Item | Approximate figure |
|---|---|
| 0–60 mph (0–97 km/h), unladen | about 8.5 seconds for many 4×4 Double Cabs |
| 100–0 km/h (62–0 mph) braking | typically in the 40–45 m range (130–150 ft) with standard tyres |
| Max towing (selected 4×4 4.6 configurations) | often around 2,700–3,100 kg (6,000–6,800 lb), depending on axle ratio and tow package |
| Max payload | roughly 600–750 kg (1,300–1,650 lb), trim-dependent |
| Roof load | usually 75–100 kg (165–220 lb) with approved rack hardware |
Always confirm towing and payload limits on the door-jamb certification label and in the manual for a specific truck.
Fluids and service capacities (approximate)
| System | Capacity | Notes |
|---|---|---|
| Engine oil | about 7.5 L (7.9 US qt) with filter | 0W-20 synthetic recommended |
| Engine coolant | about 12–14 L (12.7–14.8 US qt) | Long-life coolant, often pink Toyota SLLC |
| Automatic transmission | around 10.7–11.0 L total | Toyota ATF WS; drain-and-fill replaces part of this |
| Transfer case | typically about 1.3–1.5 L | Gear oil; specification varies by market |
| Front differential | about 1.2–1.5 L | GL-5 gear oil (check exact spec) |
| Rear differential | about 1.5–2.0 L | GL-5 75W-85 or 75W-90, depending on region |
Electrical
| Item | Specification |
|---|---|
| Alternator output | usually in the 130 A range on tow-package trucks, slightly lower on base trims |
| 12 V battery | common group sizes 24F or 27F, with 600–750 CCA typical |
| Spark plugs | Iridium-type, gap around 1.1 mm (0.043–0.044 in), extended service interval |
4×4 trims equipment and safety
The 4.6-litre 4×4 powertrain was offered across several trims and body styles, allowing buyers to tailor the Tundra to work, family use, or a mix of both.
Trim and package structure
In many markets, the main trim levels for these years included:
- Work-focused Regular Cab 4×4
Simple cloth or vinyl interiors, manual or basic power features, steel wheels, and often a long bed. Ideal for fleets and trades. - SR5 Double Cab and CrewMax 4×4
The core configuration for many private owners. Typically adds alloy wheels, upgraded cloth seats, power windows and locks, cruise control, and improved audio systems. Tow packages are common on these trucks. - Limited and higher equipment levels with 4×4
Depending on region, some higher trims could be combined with the 4.6-litre 4×4, though many top-spec models pair more often with the 5.7 V8. Expect leather or premium cloth, larger wheels, dual-zone climate control, navigation, and upgraded audio.
Mechanical changes by trim and package can include:
- Different final drive ratios (for example, 3.91 vs 4.10) influencing towing capacity and fuel consumption.
- Tow packages adding heavy-duty alternators, upgraded cooling, trailer connectors, and in some cases integrated brake-controller provisions.
- Wheel and tyre packages that affect ride quality, off-road traction, and braking performance.
Quick identifiers for a specific truck include:
- Axle and option codes on the door-jamb sticker or build sheet.
- Presence of factory hitch receiver and 7-pin trailer connector.
- Under-bumper skid plates or off-road accents on certain packages.
Safety systems and protections
Across 2010–2013, the Tundra range gained improved airbag systems and stability control refinements compared with earlier years. Typical passive and active safety equipment includes:
- Dual front airbags plus driver and passenger knee airbags.
- Front seat side-torso airbags and full-length curtain airbags for outboard seating positions.
- Electronic stability control, traction control, and four-channel ABS with brake assist and electronic brake-force distribution.
- Tyre-pressure monitoring system as standard.
- Rear head restraints, three-point belts for all seating positions, and robust seat frames designed for truck use.
Some trims add:
- Rear parking sensors to aid manoeuvring a tall, long vehicle in tight spaces.
- A backup camera integrated into the mirror or infotainment screen, especially on higher trims or later years within this range.
Crash-test and rating context
Crew and Double Cab Tundras of this era generally score well in traditional frontal and side-impact tests, reflecting a strong occupant cell and effective restraint systems. The move to improved frontal airbags and the addition of knee airbags from 2010 onward were specifically aimed at better frontal-crash protection. In roof-strength and head-restraint evaluations, the Tundra remains competitive for a large body-on-frame pickup of its period.
However, it is important to understand that rating protocols have changed over time. Small-overlap frontal tests and more demanding criteria introduced in later years can make older trucks look weaker on paper than when they were new. For buyers comparing used trucks from this generation, the Tundra’s record still stands as solid, particularly in Double Cab and CrewMax form with full side-curtain coverage.
Advanced driver-assistance systems (automatic emergency braking, lane-keeping assist, adaptive cruise control, blind-spot monitoring) were not yet available on 2010–2013 Tundras. Owners rely on conventional mirrors, good visibility, and driving habits rather than automated interventions. This is worth noting if you are moving from a much newer vehicle and expect similar technology.
For families, the Double Cab and CrewMax offer ISOFIX/LATCH anchor points and top tether positions. The wide rear doors and flat floor make fitting bulky child seats easier than in many mid-size trucks, although the higher step-in height will be noticeable for younger children.
Reliability and known 4×4 issues
The 4.6-litre 4×4 Tundra generally enjoys a strong reputation for durability, especially in its engine and basic chassis. The four-wheel-drive hardware adds a few extra components to watch, but there are few systemic design failures. Most problems follow predictable patterns, especially on high-mileage or hard-worked trucks.
Engine and cooling system
- Water pump leaks (common, medium cost)
At moderate to high mileage, water pumps often develop seepage or bearing noise. Early signs include pink or white coolant residue around the pump, faint coolant smell after shutdown, or gradually dropping coolant levels. The usual remedy is a new pump, gasket, and fresh drive belt. - Secondary air injection system faults (occasional, medium to high cost)
Moisture intrusion and corrosion can affect the secondary air pumps and switching valves. This typically triggers a check-engine light on cold starts and may put the truck in reduced-power mode. The official fix normally involves replacing affected pumps, valves, and sometimes hoses or control units. - Oil consumption (occasional, low to medium cost)
A subset of engines show rising oil consumption at higher mileage, especially when oil changes were infrequent. Monitoring oil level between services and keeping to sensible intervals helps. Excessive consumption should be diagnosed, as it can indicate ring wear or valve-seal issues. - Timing-chain and tensioner concerns (rare but high severity)
The chain-driven layout is designed for the life of the engine, but poor oil quality or very long change intervals can shorten its life. Rattling noises at startup, especially from the front cover, or cam/crank correlation faults in diagnostics should be taken seriously.
4×4 driveline and chassis
- Front CV joints and boots (common with lifted or off-road trucks)
Increased angles from lift kits or repeated off-road articulation stress the front drive shafts. Torn boots lead to grease loss and joint wear, causing clicking noises or vibration when turning. Inspection and early boot replacement can prevent full shaft failure. - Transfer case and 4×4 actuators (occasional)
If the 4×4 system is used rarely, internal components and external actuators can stick from lack of use. Symptoms include slow, incomplete, or failed engagement of 4H or 4L, warning lights on the dash, or grinding noises. Regularly exercising the system and keeping fluids fresh helps, and actuator replacement may be needed on older trucks. - Driveline clunks and shudder (common but usually low to medium severity)
Clunks when shifting between drive and reverse, or light shudder when taking off, often point to dry slip yokes, worn U-joints, or tired leaf-spring bushings. Lubrication and timely replacement of worn parts typically resolve the issue. - Frame and suspension corrosion (region-dependent, can be high severity)
Trucks in road-salt regions are vulnerable to frame and cross-member rust, especially near rear spring mounts, along the frame rails, and around the spare tyre. Surface rust can be treated and coated; deep scaling or perforation requires careful assessment and may be uneconomical to repair.
Electrical and interior
Age-related electrical issues are usually minor but include:
- Window regulators and door-lock actuators losing power or failing intermittently.
- Steering-wheel buttons or column switches wearing or losing contact.
- HVAC blend-door actuators and blower resistors causing airflow or temperature-control issues.
These rarely immobilise the truck but can be inconvenient and should be budgeted for on older, high-mileage examples.
Recalls, TSBs, and extended coverage
Across these model years, Toyota issued various campaigns and technical bulletins affecting Tundras, including:
- Actions related to floor-mat interference and accelerator-pedal geometry.
- Stability and brake-control software updates.
- Campaigns for specific engine or emissions components in certain markets.
For a used 4.6 4×4 truck, it is wise to:
- Run the VIN through the official recall portal in your country.
- Ask for dealer or service records demonstrating recall completion and major repairs.
- Have a professional scan the truck’s control modules for stored or pending fault codes during a pre-purchase inspection.
When treated as a working truck and serviced on time, most 4.6 4×4 Tundras reach high mileage with very few major surprises. The key is to keep fluids and filters fresh, address small leaks and noises early, and stay ahead of rust and 4×4-system exercise.
Maintenance schedule and buying guide
A realistic maintenance plan helps the Tundra 4.6 4×4 stay reliable even under heavy use. The recommendations below are conservative; always cross-check with the official manual for your model year and market.
Suggested maintenance intervals
- Engine oil and filter
Every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months using 0W-20 full synthetic oil. Use the shorter interval for frequent towing, off-road use, or many short trips. - Engine air filter
Inspect about every 15,000 miles (25,000 km); replace every 30,000–45,000 miles or sooner in dusty environments. - Cabin air filter
Replace every 15,000–20,000 miles (25,000–32,000 km) or once a year. - Spark plugs
Long-life iridium plugs can often go to around 120,000 miles (192,000 km), but many owners choose to replace at 90,000 miles (145,000 km) as preventive maintenance. - Coolant
First change typically around 100,000 miles (160,000 km) or 10 years, then roughly every 50,000–60,000 miles (80,000–100,000 km). - Automatic transmission fluid
A drain-and-fill every 50,000–60,000 miles (80,000–100,000 km) is sensible, especially with frequent towing or off-road driving. - Transfer case oil
Replace every 30,000–60,000 miles depending on use in 4×4 and exposure to water crossings. - Front and rear differential oil
Change roughly every 30,000–60,000 miles (50,000–100,000 km), with shorter intervals if towing heavily or driving off-road often. - Brake fluid
Flush every 2–3 years regardless of mileage. - Brakes (pads and rotors)
Inspect at each oil change; expect shorter life with heavy towing or mountain driving. - Serpentine belt
Inspect annually from about 60,000 miles (100,000 km), replace if cracked, noisy, or contaminated. - Hoses and vacuum lines
Inspect from 8–10 years onward; replace anything soft, brittle, or leaking. - Tyre rotation and alignment
Rotate tyres every 5,000–6,000 miles (8,000–10,000 km). Align annually or whenever steering pull or uneven wear appears. - 12 V battery
Test yearly after around four years. Replacement is often needed between five and seven years depending on climate and charging habits.
Key fluid and torque information (confirmation required per manual)
- Engine oil: 0W-20, approximately 7.5 L with filter.
- Differential and transfer-case oils: suitable GL-5 gear oils to the specified viscosity.
- Wheel nuts: often around 150–160 Nm (110–120 lb-ft).
- Drain plugs and critical fasteners: exact torque values should always be taken from the service manual for the specific year.
Buying checklist for a used Tundra 4.6 4×4
When shopping for a 2010–2013 truck:
- Service history
Look for consistent oil changes, at least one coolant service, and evidence of ATF, differential, and transfer-case fluid changes. A stamped or itemised history is a major plus. - 4×4 system operation
Test 2H, 4H, and 4L engagement on a loose surface. Engagement should be smooth and quick, with no grinding or loud clunks. Warning lights should behave normally. - Engine and cooling
Check for coolant staining around the water pump and radiator, oil leaks at valve covers or front and rear main seals, and stable idle both hot and cold. - Frame and underbody
Inspect frame rails, cross-members, and rear spring mounts for corrosion. Look closely around welds and attachment points, and check brake and fuel lines. - Suspension and steering
During a test drive, feel for knocks, vibration, or wandering. On a lift, check for play in ball joints, tie rods, and control-arm bushings, and examine shocks for leaks. - Tyres and wheels
Uneven wear can indicate alignment issues or worn suspension. Aggressive off-road tyres may reveal hard use but are not automatically a negative if the rest of the truck is sound.
Which trucks to prioritise
A well-documented 2010 model with impeccable care is usually a better choice than a newer truck with unknown maintenance. Double Cab or CrewMax 4×4 models offer the best balance of utility and family use. Trucks with factory tow packages are preferable if you plan to tow regularly, since they include useful cooling and electrical upgrades.
With this maintenance mindset, many owners see 200,000–300,000 miles (320,000–480,000 km) from Tundra 4.6 4×4 trucks without major engine or transmission work, relying mainly on predictable wear items.
Driving performance in 4×4 use
On the road, the Tundra 4.6 4×4 feels substantial and confident rather than sporty. The combination of a smooth V8, six-speed automatic, and long wheelbase delivers relaxed cruising, while the selectable 4×4 system provides real benefits when conditions deteriorate.
Powertrain character
The 1UR-FE V8 builds torque steadily from low revs and feels strongest in the mid-range. Throttle response is linear, and the automatic gearbox usually shifts unobtrusively. Under light throttle, it upshifts early to keep revs down and save fuel. When you press harder, it holds gears longer and kicks down quickly for overtaking.
In day-to-day driving, the engine rarely feels strained. With the truck unloaded, acceleration to highway speeds is brisk enough to merge confidently. The main difference compared with the 5.7-litre version is at higher speed with heavy loads or larger trailers, where the bigger engine has more reserve.
Ride, handling, and noise
The 4×4 suspension sits slightly higher than rear-drive versions and feels firm but controlled. Empty, the rear leaf springs can be bouncy on sharp bumps or patched roads, but adding some load in the bed smooths this out. The hydraulic steering has consistent weight and a reassuring on-centre feel, important on long highway trips.
At speed, the Tundra tracks straight and resists crosswinds reasonably well, helped by its weight and wide track. Road noise mainly comes from tyres and wind around the mirrors and A-pillars. The V8 is quiet at cruise, only becoming prominent when you push past mid throttle.
Traction and control
Where the 4.6 4×4 stands apart from rear-wheel-drive versions is in poor traction scenarios. On wet grass, loose gravel, or snow, switching to 4H distributes power to both axles, reducing wheelspin and improving stability. There is no centre differential, so 4H is meant for slippery surfaces rather than dry, grippy pavement. For slow, steep climbs, descents, or technical ground, 4L multiplies torque and gives fine control at low speed.
Stability control and traction control remain active and can apply brakes to individual wheels to help manage wheelspin. On rough ground, this can mimic a limited-slip effect, although it is not a replacement for locking differentials. Tyre choice makes a noticeable difference; all-terrain tyres improve traction in mud and snow at the cost of some noise and economy.
Real-world efficiency and towing
In mixed driving, many owners see:
- Around 14–15 mpg US (about 16–17 L/100 km) in city or short-trip use.
- Around 17–19 mpg US (about 12–14 L/100 km) at stable highway speeds around 65–70 mph (105–113 km/h), assuming stock tyres and moderate load.
- Mid-teens mpg or lower when towing medium trailers, with consumption highly sensitive to frontal area and speed.
Tow/haul mode adjusts shift points and improves control on grades, helping keep transmission temperatures in check. Within rated limits, the Tundra 4.6 4×4 tows steadily, especially with a weight-distributing hitch and properly adjusted trailer brakes.
Overall, the driving experience is that of a robust, predictable truck. It does not rush, but it rarely feels out of its depth. The 4×4 system turns it into a genuine year-round tool for owners who face rough roads, job sites, or winter conditions without sacrificing comfort on long journeys.
Tundra 4.6 4×4 versus rivals
When cross-shopping the 2010–2013 Tundra 4.6 4×4, buyers typically look at other full-size half-ton pickups with V8 or strong V6 engines and four-wheel drive. The Tundra’s strengths and trade-offs become clearer in that context.
Within the Tundra range
- Versus 4.6 RWD
The 4×4 version adds weight, slightly higher fuel consumption, and more driveline components to service. In exchange, it offers much better traction in mud, snow, and on steep or loose surfaces. If you live in a mild climate and mainly stay on paved roads, the rear-drive model is more efficient. If you contend with winter or off-road access, the 4×4 system is usually worth the extra cost. - Versus 5.7 4×4
The 5.7-litre trucks tow more comfortably near the top of the half-ton range and feel stronger at high speed or on long grades. The 4.6 saves some fuel in lighter-duty use and often costs less to buy, but the gap in consumption shrinks under heavy loads. For frequent heavy towing, the 5.7 is a better fit; for mixed use with occasional moderate towing, the 4.6 4×4 is usually sufficient.
Against Ford F-150
Ford’s contemporary 5.4 V8 and later 5.0 and EcoBoost engines often deliver higher output and, on paper, competitive or better fuel economy. However, they also introduce more complexity in their fuel and valve-train systems. The Tundra’s 4.6 V8 is straightforward by comparison and has fewer widely reported high-cost failure modes when serviced correctly. Ford’s cabins and option packages can feel more modern and varied, which may sway buyers who value interior technology above mechanical simplicity.
Against Chevrolet Silverado and GMC Sierra 1500
GM’s 5.3-litre V8 trucks of this era usually match or beat the Tundra in highway economy due to features like cylinder deactivation, but these same systems can bring lifter and oil-consumption concerns. The Tundra instead uses a conventional V8 layout that favours durability over small efficiency gains. Chassis behaviour differs slightly—GM trucks can feel a bit lighter on their feet, while the Tundra projects a robust, slightly heavier character. Warranty history and maintenance records are often more important than brand in deciding between them.
Against Ram 1500
Ram 1500 models with the 5.7 Hemi offer strong acceleration and, on some versions, a more comfortable unloaded ride thanks to coil-spring rear suspension or optional air suspension. On the reliability side, top-end cam and lifter issues are a concern in certain Hemi configurations. The Tundra’s 4.6 V8 usually enjoys a quieter long-term reputation, at the cost of less dramatic performance and a more work-oriented interior.
Who the Tundra 4.6 4×4 suits best
This configuration makes particular sense for:
- Owners who drive in mixed conditions, including snow, gravel, or dirt, but only tow moderate weights.
- Buyers who plan to keep their truck for many years and value proven mechanical components over the latest cabin technology.
- Drivers who prefer a calm, predictable truck that pulls steadily rather than chasing top-of-class acceleration.
If you regularly tow heavy trailers near the top end of half-ton capacity, or want maximum performance in all conditions, a 5.7-litre Tundra or a carefully chosen rival may be more appropriate. For many owners, though, the 2010–2013 Tundra 4.6 4×4 strikes a balanced compromise between capability, simplicity, and longevity.
References
- The 2010 Toyota Tundra: new more powerful 4.6 litre engine makes Tundra a fuel economy leader 2009 (Manufacturer Release)
- Toyota Announces Prices for 2010 Tundra Pickup and Sequoia Sport Utility Vehicle 2009 (Manufacturer Release)
- Toyota Tundra II Double Cab (facelift 2010) 4.6 V8 32V (310 Hp) 4×4 Automatic | Technical specs, data, fuel consumption, Dimensions 2010 (Technical Specifications)
- Vehicle Detail Search – 2010 TOYOTA TUNDRA CREW CAB 2010 (Recall Database and Safety Information)
- 2010 Toyota Tundra 2010 (Safety Rating)
Disclaimer
This article is intended for general informational purposes and does not replace professional diagnosis, repair advice, or official service documentation. Specifications, torque values, fluid types, and maintenance intervals can vary by model year, market, equipment level, and individual VIN.
Always confirm critical information in your official owner’s manual, workshop manual, or technical information system before performing any work. If you are unsure about a procedure or diagnosis, consult a qualified technician.
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