The 2016–2019 Toyota Tundra 4×4 with the 3UR-FBE 5.7-litre V8 is the “classic” late second-generation Tundra many buyers still look for. It pairs a big-displacement, chain-driven V8 and a conventional 6-speed automatic with a robust part-time 4×4 system, strong towing hardware, and a simple, work-oriented interior. Flex-fuel capability (E85 in some markets), a ladder frame, and generous ground clearance make it suitable for towing, off-pavement use, and long-term ownership when maintained correctly.
The 2014 facelift modernised the cabin and front end; from 2018, Toyota Safety Sense P (TSS-P) brought automatic emergency braking and lane-departure alert across the range, improving active safety. This article focuses on the 5.7-litre 4×4 Double Cab and CrewMax trucks from the 2016–2019 model years, explaining specifications, service needs, typical issues, and how this Tundra compares with rival half-ton pickups for real-world buyers.
Owner Snapshot
- Very strong 5.7-litre V8 (381 hp, 401 lb-ft) with proven long-term durability when serviced on time.
- Simple, heavy-duty 4×4 hardware and high ground clearance make it confident for towing, snow, and light off-road use.
- Cabin and infotainment feel older than newer rivals; crash-test scores are mixed for some body styles.
- Engine oil and filter every 5,000 miles / 8,000 km or 6 months is a sensible baseline for most owners.
Section overview
- Tundra 5.7 4×4 facelift basics
- Tundra 5.7 4×4 specs sheet
- Tundra trims, safety and off road gear
- Reliability and typical 5.7 issues
- Maintenance plan and buying guide
- Driving experience and real performance
- How this Tundra compares rivals
Tundra 5.7 4×4 facelift basics
The 2016–2019 Toyota Tundra 4×4 with the 3UR-FBE 5.7-litre V8 sits in the heart of the half-ton segment: big, straightforward, and tuned more for durability than headline fuel economy. The XK50 generation dates back to 2007, but the mid-cycle refresh in 2014 brought a new front fascia, updated lights, and a more modern interior layout. For the years covered here, the 5.7-litre V8 and 4×4 driveline remained largely unchanged, which is one of the reasons they are so well understood in the aftermarket.
The 3UR-FBE is a 5.7-litre, aluminium-block V8 with dual overhead cams, four valves per cylinder, and dual VVT-i. It is closely related to the 3UR-FE used in other Toyota trucks and SUVs, but with flex-fuel capability in North America, allowing operation on regular petrol or E85 depending on market. Output is 381 hp at around 5,600 rpm and 401 lb-ft (543 Nm) at about 3,600 rpm, delivered with a flat, accessible torque curve that suits towing and heavy loads.
Power goes through an Aisin 6-speed automatic (A760F in 4×4 form) into a two-speed transfer case with a manually selected part-time 4×4 system. There is no full-time all-wheel-drive mode; the truck is rear-drive on dry pavement and the driver selects 4H or 4L when traction demands it. Many trims include an automatic limited-slip or electronic aids that mimic a locking differential by braking a spinning wheel.
Throughout 2016–2017, safety equipment was mostly traditional: multiple airbags, stability control, trailer sway control, and available blind-spot monitoring. From the 2018 model year, Toyota Safety Sense P became standard, adding pre-collision braking with pedestrian detection, lane departure alert with sway warning, automatic high beams, and radar cruise control. That change makes late-facelift trucks more appealing if active safety is high on your list.
In everyday use, this Tundra is valued for predictable mechanical behaviour: hydraulic power steering, a conventional automatic, and little complexity in the 4×4 system. The trade-off is that the cabin, ride quality, and technology feel older than newer aluminium-bodied or air-suspended rivals, but many owners see that as a fair price for simplicity.
Tundra 5.7 4×4 specs sheet
This section focuses on a typical 2016–2019 Tundra 5.7 4×4 Double Cab or CrewMax in North American specification. Exact values can vary slightly by trim, axle ratio, and market; always confirm against your VIN and owner’s documentation.
Engine and performance (3UR-FBE 5.7-litre V8)
| Item | Specification |
|---|---|
| Engine code | 3UR-FBE, flex-fuel V8 |
| Layout and valvetrain | 90° V8, aluminium block/heads, DOHC, 4 valves/cyl, dual VVT-i |
| Displacement | 5.7 l (5,663 cc) |
| Bore × stroke | 94.0 × 102.0 mm (3.70 × 4.02 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential port fuel injection (SFI), flex-fuel capable in some markets |
| Compression ratio | ~10.2:1 (market-dependent) |
| Max power | 381 hp (284 kW) @ 5,600 rpm |
| Max torque | 401 lb-ft (543 Nm) @ 3,600 rpm |
| Timing drive | Duplex chain, non-service-interval item when healthy |
| Emissions/efficiency standard | US EPA Tier 2 / LEV II (period-correct) |
| Rated economy (typical 4×4 CrewMax) | Approx. 15 mpg US combined (about 15.7 l/100 km); city ~13 mpg, highway ~17 mpg |
| Real-world highway @ 120 km/h | Often 14–16 l/100 km (15–17 mpg US) with light load and stock tyres |
| Aerodynamics | Cd roughly in the 0.36–0.38 range depending on trim and mirrors |
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic, Aisin A760F |
| Gear ratios | 1st 3.333; 2nd 1.960; 3rd 1.353; 4th 1.000; 5th 0.728; 6th 0.588; Reverse 3.061 |
| Transfer case | Two-speed, part-time 4×4 with 2H / 4H / 4L |
| Final drive ratio | Commonly 4.30:1 on 5.7-litre tow-package trucks |
| Drive type | Rear-drive in 2H; manually selected 4×4 high/low |
| Differentials | Open front; rear open with electronic traction aids; some trims with auto LSD or electronic limited-slip logic |
| Towing hardware | Factory tow package typically adds hitch receiver, heavy-duty alternator, transmission cooler and wiring provisions |
Chassis and dimensions
| Item | Specification |
|---|---|
| Frame | Fully boxed ladder frame with crossmembers |
| Front suspension | Double-wishbone / coilover with stabiliser bar |
| Rear suspension | Solid axle with leaf springs and outboard shocks |
| Steering | Rack-and-pinion, hydraulic power assist |
| Brakes | Front ventilated discs approx. 340 mm (13.4 in); rear solid or ventilated discs approx. 330 mm (13.0 in) |
| Wheels/tyres | Typical: 18-inch rims with 255/70R18 or 275/65R18 tyres; higher trims 20-inch |
| Ground clearance | About 10.4–10.6 in (264–269 mm) depending on trim and tyres |
| Length (CrewMax) | ~5,814 mm (228.9 in) |
| Width (excluding mirrors) | ~2,030 mm (79.9 in) |
| Height | ~1,930–1,940 mm (76.0–76.4 in) |
| Wheelbase (CrewMax) | ~3,701 mm (145.7 in) |
| Turning circle | About 13.4 m (44.0 ft) kerb-to-kerb |
| Kerb (curb) weight | Roughly 2,450–2,550 kg (5,400–5,620 lb) depending on equipment |
| GVWR | Around 3,085–3,130 kg (6,800–6,900 lb) |
| Fuel tank | About 144 l (38.0 US gal / ~31.6 UK gal) on many 5.7-litre trucks |
| Cargo volume | Varies: Double Cab 6.5-ft bed; CrewMax 5.5-ft bed, both with tall box sides |
Performance and capability
| Item | Specification |
|---|---|
| 0–100 km/h (0–62 mph) | ~7.0–7.5 s for a 5.7 4×4, depending on trim and tyres |
| Top speed | Typically governed around 175–180 km/h (108–112 mph) |
| Braking 100–0 km/h | Roughly mid-40 m range (130–140 ft) when new and unladen on highway tyres |
| Max towing capacity | Commonly up to about 4,450 kg (9,800 lb) for properly equipped 5.7 4×4 |
| Payload | Often around 680–720 kg (1,500–1,600 lb) depending on configuration |
| Roof load | Typically 70–100 kg (155–220 lb) with appropriate rack system (check manual) |
Fluids and service capacities (typical)
Always verify exact specifications and capacities by VIN and region.
| System | Spec and capacity (typical) |
|---|---|
| Engine oil | API SN or later, 0W-20 full synthetic; approx. 7.4–7.6 l (7.8–8.0 US qt) with filter |
| Engine coolant | Toyota Super Long Life Coolant (pink), premixed; total capacity roughly 13–15 l (13.7–15.9 US qt) |
| Automatic transmission | Toyota WS ATF; refill quantity for drain-and-fill around 3–4 l (3–4 US qt), full exchange higher |
| Transfer case | Gear or ATF-type fluid per manual; roughly 1.5–2.0 l total |
| Front differential | 75W-85 GL-5 gear oil (Toyota spec); around 1.3–1.5 l |
| Rear differential | 75W-85 GL-5 gear oil; around 3.5 l |
| A/C refrigerant | R-134a on these years; charge mass and oil type by label under hood |
| Key torque examples | Wheel lugs commonly around 150 Nm (111 lb-ft); many suspension fasteners 180–250 Nm range – always confirm per manual |
Electrical and safety systems
| Item | Specification |
|---|---|
| Alternator | Heavy-duty alternator typically in 170–180 A range on tow-package trucks |
| 12 V battery | Large flooded or AGM group (varies by market), usually 70+ Ah with high CCA |
| Spark plugs | Long-life iridium; service interval around 120,000 miles (190,000 km) in many markets |
| Safety systems | ABS, stability and traction control, trailer sway control, multiple airbags |
| ADAS (2018+) | Toyota Safety Sense P: pre-collision with pedestrian detection, lane departure alert with sway warning, automatic high beams, dynamic radar cruise |
Tundra trims, safety and off road gear
For 2016–2019, the 5.7-litre 4×4 Tundra was offered in several familiar trims: SR, SR5, Limited, Platinum, 1794 Edition, and the off-road-oriented TRD Pro (availability varies slightly by year). Most 5.7 4×4 trucks you will see on the used market are SR5 or higher, often with the factory Tow Package.
Trim and equipment highlights
- SR / SR5: Work and mainstream trims, usually with cloth seats and simpler interiors. SR5 commonly adds alloy wheels, upgraded audio, power driver’s seat and optional TRD Off-Road package (Bilstein-type shocks, skid plates, specific wheels and tyres).
- Limited: Leather seats, dual-zone climate, larger wheels, often standard navigation, and more sound insulation. Good middle-ground tow platform for families.
- Platinum and 1794 Edition: Top luxury grades with premium leather, more chrome and wood-style trim, sunroof, memory seats, and advanced audio. Mechanically similar to Limited in most markets.
- TRD Pro: Heavier-duty off-road suspension with unique shocks, all-terrain tyres, skid plates, and cosmetic changes. Payload and towing can drop slightly due to suspension and tyre choices.
Mechanical differences between trims are modest: spring rates, shocks, wheel/tyre sizes, and minor gearing variations. Most 5.7 4×4 trucks with the Tow Package share the 4.30 rear axle ratio and heavy-duty cooling.
Year-to-year safety changes
- 2016–2017: Conventional safety suite with eight airbags, stability and traction control, and available blind-spot monitoring and rear cross-traffic alert on higher trims. No standard forward-collision mitigation.
- 2018–2019: Toyota Safety Sense P becomes standard on all Tundras, adding pre-collision braking with pedestrian detection, lane departure alert with sway warning, dynamic radar cruise control, and automatic high beams. This significantly improves active safety and makes 2018+ trucks more attractive to family buyers.
Crash ratings
Safety ratings depend on body style:
- NHTSA (US): Most 2016–2019 Tundras earn four out of five stars overall, with strong side-impact scores and slightly lower rollover ratings typical of tall pickups.
- IIHS:
- Extended/Double Cab models achieve good (G) ratings in most crashworthiness categories, with an acceptable (A) rating in some small overlap frontal tests.
- CrewMax models also do well in many areas, but small overlap frontal results are lower (marginal or poor in some scenarios). Headlight and LATCH ratings vary by trim and headlamp type.
For buyers regularly carrying children or driving in high-speed mixed traffic, these mixed results are worth weighing against rivals that have stronger small-overlap and headlight scores.
Off-road and towing-related hardware
Most 5.7 4×4 Tundras include:
- Skid plates under key components (more comprehensive on TRD Off-Road and TRD Pro).
- 4×4 low range with robust transfer case.
- High ground clearance and favourable approach angles for a full-size truck.
- Integrated trailer brake controller on many Tow Package trucks, plus large mirrors and wiring for electric brakes.
In practice, the Tundra 4×4 is set up more for work-truck off-road use (construction sites, dirt roads, snow) than rock-crawling, but the suspension and frame generally tolerate rough use well when serviced correctly.
Reliability and typical 5.7 issues
The 3UR-FBE 5.7-litre V8 and associated driveline have a strong reputation for longevity, often exceeding very high mileages when maintained on schedule. That said, age and heavy use have revealed a pattern of issues worth understanding.
Engine and fuel system
Common or notable items:
- Air injection system faults (secondary air pump/valves)
Symptoms: Check-engine light, limp mode or reduced power, especially on cold starts.
Cause: Moisture and carbon affecting the air injection pumps and switching valves.
Remedy: Replacement of pump(s) and valves, sometimes with updated parts or relocation kits; not cheap but typically a one-time repair when done thoroughly. - Exhaust manifold leaks
Symptoms: Ticking noise on cold start, sometimes quieter when hot; may trigger oxygen sensor codes if severe.
Cause: Cracked manifolds or failed gaskets.
Remedy: Manifold and gasket replacement; labour-intensive due to tight access. - Oil seepage at cam towers or valve covers
Symptoms: Light oil film on the back of engine or transmission bellhousing; burnt-oil smell.
Cause: Age-related sealant or gasket ageing.
Remedy: Resealing at major service; often monitored until seepage becomes meaningful.
Fortunately, bottom-end failures and timing-chain problems are rare when oil changes are regular and correct-spec oil is used.
Cooling and accessories
Radiators, hoses, and water pumps usually last well into higher mileage but should be inspected routinely in hot climates and on tow rigs. Failing water pumps typically show weeping or noise before overheating, giving you time to plan a replacement.
Belt-driven accessories (alternator, A/C compressor) are generally robust, though high-mileage trucks used for heavy towing may require earlier attention.
Transmission, transfer case, and diffs
The A760F 6-speed automatic is sturdy when fluid is kept clean and temperatures are controlled. Potential issues include harsh shifts, torque-converter shudder, or delayed engagement if fluid is burnt or contaminated. Periodic ATF drain-and-fill intervals of 50,000–60,000 miles (80,000–100,000 km) are a good preventive measure for hard-working trucks.
Transfer cases and differentials are also durable, but:
- Heavy towing and off-road work can accelerate wear on pinion seals, bearings, and limited-slip clutches (where fitted).
- Transfer-case shift actuators can stick if 4×4 is rarely engaged; cycling 4H and 4L a few times per year helps keep everything working.
Suspension, steering, and frame
Typical wear items:
- Front lower control arm bushings and ball joints, especially on trucks with heavy front accessories or frequent off-road use.
- Rear leaf-spring bushings and shackle hardware on high-mileage or heavily loaded trucks.
- Steering racks can develop play or seepage with age, but catastrophic failures are rare.
Corrosion depends heavily on climate and underbody care. In severe road-salt regions, pay close attention to:
- Frame rails (especially around rear leaf-spring mounts).
- Crossmembers and bed mounts.
- Brake lines and fuel lines.
A clean, regularly washed frame can remain solid; neglected examples can show serious rust that affects safety and longevity.
Electronics, ADAS, and recalls
On 2018–2019 trucks with TSS-P:
- Radar sensors behind the grille and the windshield camera need correct alignment after front-end repairs or windshield replacement. Misalignment can trigger warning lights and disable adaptive cruise or pre-collision braking until recalibrated.
- Software updates may be available for improved sensitivity or to address warning-light behaviour.
Across all years, there have been recalls and technical service bulletins (TSBs) affecting airbags, emissions components, and other hardware. The safest approach is to:
- Run the VIN through your local Toyota owner portal or national safety agency database.
- Ask the seller or dealer for a printout of completed recall and campaign work.
- Confirm that air injection and airbag-related campaigns (if applicable to your VIN) have been completed.
For a pre-purchase inspection, request:
- Full service history, including any transmission, diff, and transfer-case fluid changes.
- Evidence of recall and TSB completion.
- Documentation for any engine or emissions repairs, particularly the air injection system.
Maintenance plan and buying guide
Because the Tundra 5.7 4×4 is often used for towing and work, a proactive maintenance approach pays off. The outline below is a practical schedule; always verify against the official maintenance guide for your market and adjust for duty cycle.
Core maintenance intervals (typical)
Assuming mixed use; shorten intervals for heavy towing, off-road, or extreme temperatures.
- Engine oil and filter: Every 5,000 miles / 8,000 km or 6 months. Consider 3,000–4,000 miles (5,000–6,500 km) for frequent towing or short trips.
- Engine air filter: Inspect every 10,000 miles / 16,000 km; replace as needed or around 30,000 miles / 48,000 km.
- Cabin filter: Every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years.
- Spark plugs (iridium): Around 120,000 miles / 190,000 km.
- Coolant: Toyota Super Long Life coolant is often first replaced around 100,000 miles / 160,000 km, then every 50,000–60,000 miles (80,000–100,000 km).
- Automatic transmission fluid: Drain-and-fill roughly every 50,000–60,000 miles (80,000–100,000 km) if towing, or sooner if fluid looks dark or smells burnt.
- Front and rear differential oil: Every 30,000–50,000 miles (48,000–80,000 km), especially on trucks used off-road or for heavy trailers.
- Transfer case fluid: 30,000–50,000 miles (48,000–80,000 km) with regular 4×4 engagement.
- Brake fluid: Every 2–3 years regardless of mileage.
- Serpentine/aux belt and hoses: Inspect annually; replace around 90,000–120,000 miles (145,000–190,000 km) or at first signs of cracking, noise, or swelling.
- Alignment and tyre rotation: Rotate tyres every 5,000–7,500 miles (8,000–12,000 km); alignment check annually or after impacts.
- 12 V battery: Load test yearly after year three; many original batteries last 4–6 years depending on climate.
There is no scheduled replacement interval for the timing chain, but any rattling at start-up, timing-correlation codes, or abnormal cam/crank readings should be investigated promptly.
Fluids and torque values for decision-making
When budgeting, assume:
- Premium synthetic 0W-20 oil and filter changes are not cheap on such a large engine, but they are still minor compared to major engine repair.
- Diff and transfer-case services are infrequent but extremely cheap insurance for the 4×4 hardware.
- If you tow at or near the rated limit frequently, treat transmission and diff fluids as consumables rather than lifetime items.
Critical torques like wheel lug nuts and some suspension bolts should always be tightened to specification with a torque wrench; over-tightened lugs can distort brake rotors and lead to vibration.
Buyer’s checklist
When shopping:
- Frame and underbody: Look for rust around rear spring mounts, crossmembers, and along weld seams. Factory wax or undercoating that is intact is a good sign.
- Bed and tailgate: Check for cracks or distortion near the hitch and tailgate hinges, particularly on trucks that towed heavy or carried slide-in campers.
- Driveline: On the test drive, listen for clunks when shifting from R to D, which can indicate driveshaft play or diff slack. Mild clunking is normal in body-on-frame trucks, but it should not be excessive.
- 4×4 system: Engage 4H and 4L on a loose surface; the system should shift promptly without grinding, and the truck should pull smoothly in low range.
- Brakes and steering: Feel for pulsation under braking (warped rotors) and excessive play or wander in the steering at highway speed.
- Electronics: Verify that all TSS-P features work on 2018+ trucks (lane departure alert, radar cruise, automatic high beams) and that no warning lights are present.
Recommended configurations
- For towing and family use, a 5.7 4×4 SR5 or Limited with the Tow Package is often ideal: robust hardware, reasonable comfort, and fewer expensive luxury parts than Platinum/1794.
- For mixed on-road/off-road use, SR5 with TRD Off-Road or TRD Pro provides better shocks and tyres, though with a slight efficiency and payload penalty.
- If active safety is a priority, consider 2018–2019 trucks with standard TSS-P.
Long-term durability is excellent when maintenance is kept up and rust is controlled. Many owners see these trucks as “last big V8” workhorses that can realistically cover several hundred thousand miles.
Driving experience and real performance
On the road, the Tundra 5.7 4×4 feels unmistakably like a traditional full-size pickup: tall, substantial, and clearly engineered for work first, ride comfort second. That is not necessarily a negative; it simply sets expectations.
Ride, handling, and refinement
Unladen, the rear leaf springs are stiff enough to keep the truck stable with heavy payloads. This means the ride can feel busy or even harsh on broken surfaces, especially with 20-inch wheels and low-profile tyres. With 200–400 kg in the bed or a trailer on the hitch, the suspension settles and the truck feels more composed.
Straight-line stability is generally good, though crosswinds and ruts can move the tall body around more than in some newer rivals with more sophisticated rear suspensions. Steering effort is light, which makes parking and low-speed manoeuvres easy, but some drivers find it slightly vague on-centre, contributing to a “big and relaxed” rather than sharp feel at highway speed.
Noise, vibration, and harshness are acceptable but not class-leading. Wind and road noise are more noticeable than in the latest generation of domestic half-tons, although the V8’s sound is pleasant and well-controlled at cruise.
Powertrain character
The 3UR-FBE V8 is the star of the show. It pulls strongly from low rpm and delivers smooth, linear power all the way to redline. The 6-speed automatic usually behaves transparently: downshifting decisively for hills and passing, but not hunting between gears. Tow/Haul mode alters shift points and torque-converter behaviour to improve control with a trailer, and most owners find this very effective.
Because the truck is heavy and non-turbocharged, you will need to lean into the throttle for brisk acceleration, but it responds immediately, with no turbo lag and a clean, mechanical feel that many buyers prefer over smaller boosted engines.
Real-world fuel economy and range
Expect the following approximate figures for a 5.7 4×4 CrewMax on standard tyres:
- City: 18–21 l/100 km (11–13 mpg US) depending on traffic and driving style.
- Highway (100–120 km/h): 13–16 l/100 km (15–18 mpg US) in mild conditions.
- Mixed use: Around 15–17 l/100 km (14–16 mpg US).
Towing a mid-size travel trailer or car hauler can push consumption into the mid-20s l/100 km (single-digit mpg US), which is typical for a big naturally aspirated V8 truck.
The large fuel tank gives respectable range despite the thirst, especially useful in remote areas or on long towing days.
Traction, 4×4 behaviour, and towing feel
Engaging 4H on slippery surfaces adds a reassuring layer of stability; the truck’s weight, ground clearance, and torque make it competent in snow, mud, and on unpaved tracks when driven with mechanical sympathy. The absence of a full-time all-wheel-drive mode means you need to manage 2H/4H yourself, but it also keeps the system simpler and reduces wear on dry pavement.
With a correctly set-up trailer, the Tundra tows with confidence. The integrated trailer-sway control works quietly in the background, and the V8 rarely feels strained at legal highway speeds. On sustained grades, transmission temperatures do climb if the truck is fully loaded in hot weather; using Tow/Haul mode and manually dropping a gear keeps the drivetrain within a comfortable range.
Braking performance is adequate; it is important to ensure pads, rotors, and callipers are in good condition, and that the trailer braking system is correctly adjusted. Many owners upgrade to higher-friction pads and more aggressive tyres for heavy duty towing or off-road work.
Overall, the driving experience is best described as honest and predictable: it does not feel like an SUV in disguise, but it rewards a driver who values mechanical clarity over isolation.
How this Tundra compares rivals
In the crowded full-size truck market, the 2016–2019 Tundra 5.7 4×4 is neither the most modern nor the most efficient option, but it has a distinct character that appeals to a specific group of buyers.
Against Ford F-150 (aluminium-bodied generation)
- Strengths of the Tundra:
- Proven big-displacement V8 with a long track record and relatively simple technology.
- No turbochargers or complex multi-speed transmissions to service.
- Very predictable towing behaviour and robust cooling packages.
- Weaknesses versus Ford:
- Lower fuel economy, especially compared with smaller turbocharged engines and 10-speed automatics.
- Cabin, ride quality, and noise insulation feel a generation behind.
- Safety scores (particularly small-overlap crash tests and headlights) generally lag the better-equipped F-150 variants.
Against Chevrolet Silverado / GMC Sierra (K2 generation)
- Tundra advantages:
- Reputation for fewer drivetrain issues at high mileage when maintained; fewer reports of complex transmission or AFM (cylinder-deactivation) problems.
- Flex-fuel capability on the 3UR-FBE where applicable can be useful in some regions.
- Areas where the GM trucks lead:
- Wider range of configurations, engines, and modern interior options.
- Often more refined ride and steering feel, especially on trucks with upgraded suspensions.
Against Ram 1500 (coil-spring or air-suspension models)
- Tundra’s edge:
- Simpler, leaf-spring rear suspension that is easy to service and tune for heavy loads.
- No air-suspension components to age or fail.
- Ram strengths:
- Significantly more comfortable ride, especially unladen.
- More modern cabins and infotainment systems in many trims.
- Stronger overall refinement as a daily driver.
Who the Tundra 5.7 4×4 suits best
- Owners who plan to keep the truck for a very long time and prioritise mechanical durability over cutting-edge features.
- Buyers who tow regularly and value a straightforward, naturally aspirated V8 and conventional 6-speed automatic.
- Drivers who prefer a “classic truck” feel, with heavier steering feedback, robust 4×4 hardware, and a simple, functional interior.
If you want the quietest, most fuel-efficient, or most technologically advanced half-ton, a newer-generation rival may serve you better. If you want a known-quantity, body-on-frame workhorse that rewards disciplined maintenance with long life, the 2016–2019 Tundra 5.7 4×4 remains a very credible choice.
References
- Toyota Manuals and Warranties | Toyota Owners 2024 (Owner’s Manual)
- Used 2016 Toyota Tundra SR5 CrewMax 4WD Specs 2016 (Specs)
- 2018 Toyota Tundra Full-Size Pickup Does Everything in A Big Way 2017
- 2016 Toyota Tundra 2016 (Safety Rating)
- Vehicle Detail Search – 2016 TOYOTA TUNDRA 2016 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, fluid types, and maintenance intervals can vary by VIN, production date, market, body style, and installed equipment. Always confirm procedures and values against the official service manual, owner’s manual, and current technical bulletins for your specific vehicle, and consult a qualified technician where appropriate.
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