The facelift-era Toyota Tundra RWD with the 1GR-FE 4.0-litre V6 sits in an interesting spot in the full-size pickup world. It is the “basic” powertrain in the XK50 range, but it shares the same heavy-duty frame, big brakes, and cabin space as higher-spec V8 and 4×4 models. For the 2013–2014 facelift, Toyota focused on styling and interior updates: a more imposing front end, a redesigned dashboard, improved ergonomics, and adjusted trim structure, while keeping the core mechanical package familiar and proven.
The 4.0-litre V6 is a naturally aspirated, chain-driven engine with a long reputation for durability in trucks and SUVs. Paired with a 5-speed automatic and simple rear-wheel-drive layout, it appeals to buyers who mostly stay on paved roads, tow moderate loads, and value predictable maintenance costs over headline performance. This guide walks through the key specs, strengths and weaknesses, real-world driving feel, reliability patterns, and what to look for if you are considering a facelift Tundra RWD with the 1GR-FE V6.
Essential Insights
- Proven 4.0-litre V6 with timing chain and a long track record for high-mileage reliability when serviced on time.
- Simple RWD driveline and 5-speed automatic keep complexity, weight, and service costs down compared with 4×4 and newer multi-gear setups.
- Facelift models benefit from a significantly updated cabin with better ergonomics, materials, and infotainment options.
- Rust on the frame and underbody can be a deal-breaker in salt-belt regions; inspect carefully before purchase.
- As a rule of thumb, treat 5,000-mile / 6-month (≈8,000 km) oil and inspection intervals as the baseline, adjusting for local guidance and usage.
Navigate this guide
- Facelift Tundra 4.0 RWD overview
- Engine and chassis data for 4.0
- Facelift RWD trims and safety tech
- Reliability patterns on facelift 4.0
- Maintenance planning and smart buying tips
- Driving experience and real-world performance
- How the facelift RWD Tundra compares
Facelift Tundra 4.0 RWD overview
The facelift Toyota Tundra RWD with the 1GR-FE 4.0-litre V6 is aimed at owners who want a full-size truck’s capability but do not necessarily need maximum towing ratings or four-wheel drive. Structurally it uses the same boxed frame, rear leaf-spring suspension, and large cabin shells as its V8 and 4×4 siblings. The key differences lie in the engine choice, rear-wheel-drive layout, and the trims in which the V6 is typically offered.
The facelift, arriving for the 2014 model year, brought a more upright grille, redesigned headlights and taillights, and a stronger visual link to Toyota’s heavy-duty image. Inside, the dashboard was reshaped with a more horizontal design, a central infotainment screen in most trims, and switchgear that is easier to reach from the driver’s seat. The cabin also gained revised seat designs and improved materials on touchpoints, especially in SR5-grade trucks.
Under the bonnet, the 1GR-FE V6 is a 60-degree aluminium engine with dual overhead cams, four valves per cylinder, and variable valve timing on both intake and exhaust cams. Its roughly 270 hp and mid-200s lb-ft of torque are enough for day-to-day commuting, light towing, and modest payloads. It will not feel as strong as the 5.7-litre V8 when hauling near the truck’s limits, but it suits owners who rarely push the truck that hard.
Rear-wheel drive simplifies the driveline, removes the extra weight and friction of a transfer case and front differential, and leaves more of the vehicle’s gross weight rating available for payload. On dry or wet pavement, traction is fine with decent tyres and a bit of load in the bed; on snow, ice, or muddy fields, it is more limited than a 4×4 and relies heavily on the traction-control system. In short, the facelift Tundra 4.0 RWD is a durable, straightforward truck that favors simplicity and longevity over maximum capability.
Engine and chassis data for 4.0
This section summarizes typical specifications for facelift-era 4.0-litre RWD Tundra models in common North American configurations. Exact numbers vary slightly by cab, bed length, and axle ratio, so always confirm against the specific truck’s documentation.
Engine and performance
| Item | Specification |
|---|---|
| Engine code | 1GR-FE V6 |
| Layout and valvetrain | 60° V6, aluminium block and heads, DOHC, 4 valves per cylinder, dual VVT-i |
| Displacement | 4.0 l (3,956 cc) |
| Bore × stroke | Approx. 94.0 × 95.0 mm (3.70 × 3.74 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-point fuel injection |
| Compression ratio | Around 10.0–10.4 : 1 (market-dependent) |
| Max power | About 270 hp (≈200 kW) @ ~5,600 rpm |
| Max torque | About 278 lb-ft (≈375 Nm) @ ~4,400 rpm |
| Timing drive | Chain (no routine replacement interval) |
| Recommended fuel | Regular unleaded petrol |
Fuel consumption for a 4.0-litre RWD Double Cab typically sits around:
- City: roughly 16 mpg US (≈14.7 l/100 km)
- Highway: roughly 20 mpg US (≈11.8 l/100 km)
- Combined: around 17 mpg US (≈13.8 l/100 km)
Real-world numbers depend strongly on driving style, tyre choice, load, and climate.
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 5-speed automatic (A750 series) with lockup torque converter |
| Gear ratios (approx.) | 1st 3.52, 2nd 2.04, 3rd 1.40, 4th 1.00, 5th 0.72, Rev 3.22 |
| Final drive ratio | Commonly around 3.91:1 (varies with axle option) |
| Drive type | Rear-wheel drive (4×2) |
| Rear differential | Open differential with electronic traction control |
The 5-speed automatic is conservative compared with newer 6–10-speed units, but it is robust and well matched to the V6’s torque curve. Gear spacing is wide, with a tall overdrive for relaxed highway cruising.
Chassis and dimensions
Typical figures for a 4.0-litre RWD Double Cab:
| Item | Specification |
|---|---|
| Front suspension | Independent double wishbone with coilover shocks |
| Rear suspension | Solid rear axle with leaf springs |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | Front ventilated discs, rear solid discs |
| Typical tyre size | 255/70 R18 (varies by trim) |
| Overall length | ≈ 5,800–5,820 mm (≈229 in) |
| Overall width | ≈ 2,030 mm (≈80 in) |
| Overall height | ≈ 1,930–1,940 mm (≈76 in) |
| Wheelbase | ≈ 3,700 mm (≈146 in) |
| Ground clearance | Roughly 260 mm (≈10.2 in) |
| Curb weight | ≈ 2,270–2,300 kg (≈5,000–5,100 lb) |
| GVWR | ≈ 2,900–3,000 kg (≈6,400–6,700 lb) |
Towing capacity for 4.0-litre RWD models is generally in the 4,000–4,500 lb range, depending on configuration and tow package. Payload capacity is typically in the mid-1,000 lb range. Always use the door-jamb label and owner’s manual for the final word.
Fluids, capacities, and key torque guidance (typical)
Values can vary; treat these as planning numbers only:
- Engine oil: 0W-20 synthetic, roughly 6–7 US qt (6–6.5 l) with filter.
- Engine coolant: Toyota Super Long Life coolant, roughly 11–12 l system capacity.
- Automatic transmission fluid: Toyota WS; 3–4 l for a simple drain-and-fill (more for full service).
- Rear differential: 75W-85 or similar gear oil, around 2–3 l depending on axle.
- Engine oil drain plug torque: usually in the 30–40 Nm (22–30 lb-ft) range for aluminium pans (verify per manual).
Facelift RWD trims and safety tech
The 4.0-litre RWD Tundra is most often found in work-focused or mid-grade trims. While exact naming differs by market, the general structure is similar.
Trims and options
Common configurations for V6 RWD facelift trucks include:
- Base/SR work truck
- Regular Cab or Double Cab.
- Vinyl or basic cloth seats, simple floor coverings.
- Manual air conditioning, basic audio, steel wheels.
- Mechanically identical core powertrain to higher trims.
- SR5
- More popular with private owners.
- Cloth seats, carpeted interior, alloy wheels.
- Upgraded audio with touchscreen, Bluetooth, and available navigation.
- Convenience and appearance packages may add power driver’s seat, fog lamps, larger wheels, and chrome exterior accents.
High-luxury trims (Limited, Platinum, 1794 Edition) are usually paired with V8 engines, so finding a V6 RWD in those grades is rare. Most 4.0 RWD facelift trucks you encounter will be basic work-truck or SR5 level.
Year-to-year, the facelift primarily changed styling and interior. Equipment tweaks include updated audio systems, incremental connectivity features, and minor trim reshuffles rather than major mechanical changes.
Safety ratings
Crash-test ratings depend on cab style and specific test protocols, but facelift Tundras generally perform solidly for their time. Double Cab models in particular have good scores in most frontal, side, and roof-strength tests, although some small-overlap tests are less favorable than later designs.
The key point is that, while structurally robust, this era of Tundra predates widespread adoption of advanced driver assistance in full-size pickups. Its protection comes mainly from its frame, crumple zones, airbag coverage, and stability systems rather than active collision-avoidance features.
Safety systems and ADAS
On a typical facelift 4.0 RWD Tundra you are likely to find:
- Passive safety:
- Dual front airbags plus side and curtain airbags; knee airbags on some variants.
- Three-point belts at all seating positions.
- LATCH-style child-seat anchors on the rear seats of Double Cab and CrewMax.
- Active safety:
- ABS with electronic brake-force distribution and brake assist.
- Stability control and traction control, sometimes including trailer-sway control on tow-package trucks.
- Rear-view camera and parking sensors on mid/high trims or as options.
You will generally not see adaptive cruise control, automatic emergency braking, or lane-keeping systems on 2013–2014 Tundras. The upside is fewer sensors to calibrate after windshield or bumper repairs; the downside is that the driver carries more responsibility for hazard avoidance.
Reliability patterns on facelift 4.0
The Tundra with the 1GR-FE V6 has a strong reputation for reliability, especially under moderate loads and with regular maintenance. Still, no truck is perfect. It is best to think in terms of issue categories: common but minor, occasional and moderate, and rare but serious.
Engine and ancillaries
Common to occasional items:
- Accessory drive wear
- Symptoms: Belt squeal at cold start, visible belt cracking, or idler pulleys that feel rough when spun by hand.
- Impact: Generally low-cost if caught early.
- Action: Replace serpentine belt and any noisy pulleys during routine service.
- Valve cover gasket seepage
- Symptoms: Light oil smell, faint smoke after long drives, oil dampness along valve cover edges.
- Impact: Messy but not usually urgent if minor.
- Action: Replace valve cover gaskets, often combined with spark plug service.
- Cooling system ageing
- Symptoms: Faint coolant smell, crust around radiator end tanks or hose joints, rising operating temperature on long grades.
- Impact: Potential for overheating if ignored.
- Action: Periodic coolant changes, hose inspections, and proactive radiator replacement on high-mileage trucks.
The timing chain system on the 1GR-FE is generally robust. Chain noise, timing codes, or metal contamination in oil are unusual and must be taken seriously, but they are not everyday complaints when oil changes are done on schedule.
Transmission and driveline
The 5-speed automatic handles the V6’s output comfortably in normal use.
- Harsh or flaring shifts
- Symptoms: Slight slip or rise in rpm during upshifts, or harsh engagement into gear.
- Likely causes: Old fluid, line pressure issues, or outdated software calibration.
- Action: Fluid service is the first step; deeper diagnostics only if symptoms remain.
- Driveline clunk
- Symptoms: A single “thunk” when stopping or moving off from rest.
- Likely causes: Normal driveline slack, dry slip yoke, or worn U-joints.
- Action: Clean and lubricate the slip yoke, inspect U-joints; often considered characteristic rather than a fault if mild.
Because this is a simple RWD layout, you avoid the additional wear items found in 4×4 models (front differential, transfer case, extra driveshafts and CV joints).
Suspension, brakes, and corrosion
- Front-end wear
- Symptoms: Wandering steering, uneven tyre wear, clunks over bumps.
- Common culprits: Worn control-arm bushings, ball joints, and tie-rod ends at higher mileages.
- Action: Replace worn components and get a quality alignment.
- Rear leaf-spring and bushing wear
- Symptoms: Sagging stance when loaded, knocking noises from the rear over rough roads.
- Action: Replace worn leaf-spring bushings or springs; consider helper springs if frequently hauling near payload limit.
- Frame and underbody rust
- Symptoms: Surface scale to heavy flaking on frame rails, crossmembers, brake and fuel lines.
- Risk: Can become a structural and safety concern in severe cases.
- Action: Thoroughly inspect any truck from a road-salt region; factor potential rust repair or avoid severely affected vehicles altogether.
Recalls and service campaigns
Over the years, Tundras have been subject to various recalls and service campaigns covering items such as airbags, seat components, and in certain regions frame corrosion inspections. For any candidate truck, run the VIN through the official recall database for your country and ask the seller for proof of completed recall work.
For a pre-purchase inspection on a facelift 4.0 RWD Tundra, ask for:
- Full service records, especially oil changes and coolant services.
- VIN-based recall and service campaign printout.
- A test drive including highway speeds and a few firm brake applications.
- A lift inspection focusing on frame rails, suspension joints, brakes, and fluid leaks.
Maintenance planning and smart buying tips
A facelift Tundra 4.0 RWD can reasonably be expected to cover 200,000–300,000 km or more if maintained well. A clear maintenance plan and an informed purchase decision are key.
Practical maintenance schedule (generic planning)
Always adjust to your local schedule and driving profile, but the following is a good baseline:
- Every 5,000 miles / 6 months (≈8,000 km):
- Engine oil and filter.
- Visual inspection of belts, hoses, brakes, tyres, and underbody.
- Every 15,000–20,000 miles (24,000–32,000 km):
- Rotate tyres; check balance and alignment if there is uneven wear.
- Replace cabin air filter; inspect engine air filter.
- Every 30,000 miles (48,000 km):
- Replace engine air filter.
- Inspect brake pads, rotors, and slider pins more thoroughly.
- Inspect steering and suspension joints for play.
- Every 50,000–60,000 miles (80,000–100,000 km):
- Drain-and-fill automatic transmission with the correct Toyota WS fluid.
- Change rear differential oil.
- Replace brake fluid (at least every 3 years).
- Around 100,000 miles (160,000 km):
- Replace spark plugs (long-life iridium).
- Replace engine coolant if not done earlier.
- Expect some suspension components to be ready for replacement (bushings, shocks).
The timing chain is inspection-based: listen for abnormal noise and pay attention to diagnostic trouble codes. There is no scheduled change like on belt-driven engines.
Other routine items include:
- Serpentine/auxiliary belt replacement when cracked or noisy.
- Regular checks of the 12 V battery (load test every few years; replace proactively in harsh climates).
- Periodic cleaning of throttle body and mass air flow sensor if idle quality degrades.
Buyer’s checklist for a facelift 4.0 RWD Tundra
When evaluating a used truck:
- Body and frame
- Inspect frame rails, crossmembers, rear spring mounts, and bed supports for rust.
- Look for signs of collision repair: overspray, non-original welds, misaligned panels.
- Engine bay
- Check for coolant leaks, particularly around the radiator and water pump.
- Look for oil seepage at valve covers and front timing cover.
- Listen for rattles at cold start; brief noises can be normal, but persistent metallic sounds warrant investigation.
- Driveline and suspension
- During a test drive, note any vibration at highway speed or clunks over bumps.
- Shift from Reverse to Drive with your foot on the brake to feel for excessive driveline play.
- Check tyre wear patterns; uneven wear may indicate suspension or alignment issues.
- Interior and electrics
- Verify all instruments, warning lights, and switches work correctly.
- Test HVAC, especially A/C performance and fan speeds.
- Check operation of any infotainment features, camera, and steering-wheel controls.
- Documentation
- Prefer trucks with traceable service history.
- Confirm recall completion via official sources.
- For fleet trucks, ask for a printout of their service schedule.
Long-term, this generation of Tundra responds very well to conservative maintenance and gentle warm-up practices. Owners who avoid chronic overloading and who stay ahead of fluids and corrosion control generally report few major surprises.
Driving experience and real-world performance
Behind the wheel, the facelift Tundra 4.0 RWD feels like a traditional full-size pickup rather than a car-based utility. That is part of its appeal for many buyers.
Powertrain character
The 1GR-FE V6 delivers smooth, linear power. Off the line it feels adequate but not urgent; the truck is heavy, and you notice that when trying to launch briskly. However, once the revs climb, the engine pulls with a steady, predictable surge that makes merging and passing straightforward.
The 5-speed automatic favors early upshifts in normal driving to save fuel. It will drop gears smartly when you make a firm throttle request, but it does not “hunt” through a wide spread of ratios like some newer transmissions. Manual selection of lower gears is useful on long hills or when towing to keep revs in the engine’s stronger part of the band.
Ride, handling, and noise
Unladen, the rear leaf springs can feel firm over sharp-edged bumps, especially at low speeds. Adding a moderate load in the bed tends to smooth things out, as the suspension settles into its ideal working range. On the highway, the long wheelbase and relatively soft damping give a stable, slightly floaty ride that many owners find comfortable.
Steering is hydraulic and reasonably direct for a full-size truck. Straight-line stability is good, and the truck does not feel nervous in crosswinds. Body roll is noticeable in tight corners but predictable, in line with class expectations.
Noise levels are acceptable: there is some tyre and wind noise at motorway speeds, but the engine is quiet at cruise. The facelift interior adds sound insulation and better door seals compared with earlier XK50s, making longer trips less tiring.
Load and towing behaviour
The 4.0-litre RWD Tundra is happiest with light to moderate trailers: small campers, utility trailers, or boats within its rated capacity. Under these conditions, the truck remains composed as long as tongue weight is correct and trailer brakes (if fitted) are working properly.
With heavier loads, especially near the upper end of its rating, the V6 needs more revs and planning for hills and passing. The brakes are capable, but on long descents it is wise to downshift manually to help control speed and reduce brake temperatures.
Fuel consumption when towing can climb significantly—often 30–50 percent higher than solo driving. Planning routes and fuel stops accordingly is prudent.
Traction and control
In dry conditions with reasonable tyres, a 4.0 RWD Tundra has no trouble putting power down. On wet roads or loose surfaces, the traction-control system quickly intervenes to limit wheelspin. For snowy or icy climates, a good set of winter tyres and some ballast in the bed make a major difference, but drivers who regularly encounter deep snow or unplowed roads may be better served by a 4×4 model.
How the facelift RWD Tundra compares
Positioning the facelift Tundra 4.0 RWD against similar-era full-size V6 trucks helps clarify its strengths and compromises.
Versus Ford F-150 V6 options
Ford’s F-150 offered both a naturally aspirated 3.7-litre V6 and, in many trims, a 3.5-litre turbocharged EcoBoost V6. These engines, especially the EcoBoost, generally provide stronger acceleration and higher tow ratings than the Tundra’s 4.0.
However, the Toyota counters with a simpler, naturally aspirated design without turbochargers or high-pressure direct injection on this configuration. For buyers focused on long-term ownership with minimal complexity, that simplicity is attractive. The F-150’s broader engine and trim range gives more choice but also more variation in long-term reliability.
Versus Chevrolet Silverado 1500 / GMC Sierra 1500 V6
GM’s later 4.3-litre V6 with 6-speed automatic offers competitive torque and efficiency, and some drivers prefer the feel of its transmission logic. Ride quality on coil-sprung rear setups can be a touch smoother when empty.
The Tundra’s main advantage is its conservative engineering and reputation for enduring hard use. Parts availability and aftermarket support are excellent for both brands, but resale values often favor Toyota in markets where Japanese trucks are especially trusted.
Versus Ram 1500 3.6 Pentastar
Ram’s 3.6-litre V6 with an 8-speed automatic delivers good power and excellent highway economy in many real-world reports, and the coil-spring rear suspension gives a notably smooth ride. For comfort-focused owners with modest towing needs, a well-specced Ram can be very appealing.
The Tundra stands out with its simpler rear leaf-spring layout and traditionally rugged image. It feels more “old-school truck,” with a focus on toughness rather than refinement. For repeated heavy towing, many buyers of both brands still gravitate to V8 options.
Where the facelift 4.0 RWD Tundra excels
- Straightforward, well-proven powertrain with few exotic components.
- Robust frame and hardware for long-term use as a work truck or mixed-use vehicle.
- Updated cabin after the facelift with better ergonomics than early XK50s.
- Strong reputation for reliability and resale, especially when serviced on time.
Where it trails rivals
- Fuel economy is only average and can feel dated next to newer turbo and multi-gear setups.
- Limited advanced safety and driver-assist technology compared with later trucks.
- V6 towing and acceleration are adequate rather than strong when fully loaded.
For buyers who prioritize durability, simple mechanics, and a known quantity in the used market, the facelift Toyota Tundra 4.0 RWD remains a sensible, low-drama choice—especially in regions where Toyota trucks hold value and independent service options are plentiful.
References
<a href="https://www.toyota.com/tundra/2014/">2014 Toyota Tundra | Specs, Features, and Model Details</a> 2014 (Manufacturer Overview)<a href="https://cdn.dealereprocess.org/cdn/brochures/toyota/2014-tundra.pdf">2014 Tundra eBrochure</a> 2013 (Brochure)<a href="https://www.toyota.com/content/ebrochures/2013/toyota_tundra_ebrochure.pdf">2013 Tundra eBrochure</a> 2013 (Brochure)<a href="https://www.iihs.org/ratings/vehicle/toyota/tundra-extended-cab-pickup/2014">2014 Toyota Tundra - IIHS-HLDI vehicle ratings</a> 2014 (Safety Rating)<a href="https://www.nhtsa.gov/vehicle/2014/TOYOTA/TUNDRA">2014 Toyota Tundra NHTSA Vehicle Details</a> 2014 (Recall Database)
Disclaimer
This article is intended for general informational purposes and does not replace professional diagnosis, repair, or manufacturer service information. Specifications, torque values, service intervals, and procedures can vary by VIN, production date, market, and installed equipment. Always confirm critical data against the official owner’s manual, warranty and maintenance guide, and factory service documentation for your specific vehicle, and consult a qualified technician before carrying out service or repair work.
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