The third-generation Toyota Tundra 4×4 (XK70) is a very different truck from the old V8 models. It rides on Toyota’s TNGA-F ladder frame with fully boxed rails, a multi-link rear suspension with coils instead of leaf springs, and a 3.4-litre (3.445 L) twin-turbo V6 known as the V35A-FTS. In 4×4 form, it combines that modern chassis with a robust part-time four-wheel drive system, multiple off-road packages, and serious towing capability.
For owners, the big story is how all of this works over 10–15 years: real-world fuel use, engine and turbo durability, frame and suspension longevity, and the impact of recent engine recalls on resale. This guide focuses on the non-hybrid i-FORCE V6 4×4 trucks and walks you through specs, dimensions, performance, reliability patterns, key maintenance points, and how the Tundra 4×4 stacks up against rival full-size pickups.
Key Takeaways
- Twin-turbo 3.4-litre V6 delivers strong low-rpm torque and competitive towing in 4×4 form, especially with properly equipped CrewMax trucks.
- Modern chassis (boxed frame, coil-spring rear) gives better ride and stability than earlier Tundras while keeping payload and tow ratings high.
- Standard Toyota Safety Sense driver aids and excellent crash-test results make the 4×4 Tundra one of the safer full-size pickups on sale.
- Early V35A-FTS engine machining-debris recalls mean a careful VIN recall check is essential when buying or servicing a 2022–2023 truck.
- Under normal use, expect engine oil and filter changes every 10,000 miles / 12 months, or every 5,000 miles if you tow, idle, or drive in dusty conditions frequently.
Section overview
- Toyota Tundra 4×4 essentials
- 4×4 Tundra engine and hardware
- Off-road trims and safety systems
- Long-term reliability and recalls
- Service schedule and purchasing tips
- On-road and off-road performance
- Tundra 4×4 versus rival trucks
Toyota Tundra 4×4 essentials
The XK70-generation Tundra launched for 2022 and moved the truck into line with Toyota’s global body-on-frame products (Land Cruiser 300, Sequoia, LX). At the core is the TNGA-F frame with fully boxed rails, more high-strength steel, and significantly improved torsional rigidity. In 4×4 form, you get Toyota’s part-time “4WDemand” system with a two-speed transfer case and an automatic limited-slip rear differential; some trims add a locking rear differential and more off-road electronics.
This article focuses on the gas-only i-FORCE 3.4-litre twin-turbo V6. In most markets it is quoted at roughly 389 hp; some documentation rounds to different figures, and you’ll see outputs around 358 hp in certain rating systems or markets. Either way, the defining trait is a broad torque plateau of around 479 lb-ft that comes in low, which is what matters for towing and off-road work.
The 4×4 Tundra is offered mainly as Double Cab or CrewMax, with 5.5-, 6.5- and (in some regions) 8.1-foot beds. Most 4×4 buyers gravitate to CrewMax 5.5-foot trucks in SR5, Limited, TRD Off-Road, TRD Pro, or Trailhunter trims, where you get the best mix of cabin space and wheelbase.
Compared with the old 5.7 V8 Tundra, the 4×4 XK70 is:
- Quicker in most real-world situations thanks to the 10-speed automatic and wide torque band.
- More efficient by several mpg in mixed driving.
- Better riding and more controlled over rough surfaces due to the coil-spring rear and revised dampers.
At the same time, it keeps:
- Big-truck dimensions, with roughly 233–246 inches of overall length depending on cab/bed.
- Competitive payload (around 1,600–1,800 lb on many 4×4 trims) and towing (about 11,000–12,000 lb when properly equipped).
If you need regular towing on loose surfaces, winter traction, trail access to a cabin or job site, or you plan to build an overlanding rig, the 4×4 Tundra is the configuration that makes sense.
4×4 Tundra engine and hardware
This section summarises the key technical details for a typical non-hybrid i-FORCE 3.4-litre 4×4 CrewMax truck (SR5/Limited-type configuration). Values vary slightly by model year, cab, bed, and market, but these numbers give a realistic baseline.
Engine and performance (V35A-FTS i-FORCE V6)
| Item | Detail |
|---|---|
| Engine code | V35A-FTS twin-turbo V6 |
| Displacement | 3.4 L (3445 cc) |
| Layout | 60° V6, aluminium block and heads, DOHC, 24 valves, dual VVT-i |
| Bore × stroke | ~85.5 mm × 100.0 mm |
| Induction | Twin turbochargers with air-to-water intercooling |
| Fuel system | D-4ST combined direct and port fuel injection |
| Compression ratio | Approx. 10.5 : 1 |
| Max power | ~358–389 hp (267–290 kW) @ ~5200 rpm (spec-dependent) |
| Max torque | ~479 lb-ft (about 650 Nm) @ 2400–3600 rpm (typical) |
| Recommended fuel | 87 AKI regular; premium recommended for sustained heavy towing or desert heat |
| Timing drive | Chain-driven camshafts (no scheduled belt replacement) |
| Emissions standard | Meets current U.S. EPA and California LEV III gasoline standards for its class |
| Rated economy (4×4 gas) | Around 17 mpg city / 22 mpg highway / 19 mpg combined (13.8 / 10.7 / 12.4 L/100 km), depending on trim and tyres |
| Real-world highway | Often 18–20 mpg US (11.8–13.1 L/100 km) at 70–75 mph with a light load |
The key character trait is torque: the engine comes into boost early and holds torque through the mid-range, which works well with the 10-speed automatic’s close ratios.
Transmission and driveline
| Item | Detail |
|---|---|
| Transmission | 10-speed electronically controlled automatic (ECT-i) with torque converter |
| Drive type | Part-time four-wheel drive (2H / 4H / 4L) |
| Transfer case | Electronically controlled, chain-drive, 2-speed (high/low) |
| Final drive ratios | Typically ~3.31–4.10 depending on trim and tow package |
| Rear differential | Open with automatic limited-slip function; mechanical locking diff on certain TRD Off-Road/Pro/Trailhunter trims |
| Front differential | Open, integrated into front axle housing |
| 4×4 controls | Dash-mounted rotary switch and push-button 4L; drive modes integrate with traction and throttle mapping |
The part-time system is built around running in 2H on dry pavement, with 4H or 4L engaged for low-traction surfaces. Many trims add electronic aids such as Multi-Terrain Select and Crawl Control that modulate throttle and braking to control wheelspin in 4×4 modes.
Chassis and dimensions (typical CrewMax 4×4, 5.5-ft bed)
| Item | Measurement |
|---|---|
| Frame | Fully boxed ladder frame (TNGA-F architecture) |
| Front suspension | Independent double wishbone, coil-over shocks; optional TRD-tuned or off-road dampers |
| Rear suspension | Five-link solid axle with coil springs and outboard shocks |
| Steering | Rack-and-pinion, power-assisted |
| Brakes | 4-wheel discs, approx. 13.9 in front / 13.6 in rear with ABS and brake assist |
| Wheels/tyres (common) | 18–20 in alloys; typical sizes 265/70R18, 285/65R18, 265/60R20 (all-terrain on off-road trims) |
| Overall length | ~233.5 in (593 cm) with 5.5-ft bed; longer with 6.5- or 8.1-ft beds |
| Overall width (w/o mirrors) | ~80 in (203 cm) |
| Overall height | ~78 in (198 cm), slightly higher on off-road or lifted trims |
| Wheelbase | ~145.7 in (370 cm) CrewMax 5.5-ft bed; up to ~157.7 in with long bed |
| Ground clearance | Roughly 9.3 in (236 mm) for standard 4×4; TRD Pro/Trailhunter slightly higher |
| Curb weight | About 5,390–5,700 lb (2,445–2,585 kg) depending on trim |
| GVWR | Typically ~7,200–7,300 lb (3,265–3,310 kg) |
| Fuel tank | 22.5 gal (85 L) standard; ~32 gal (122 L) on some long-range/tow configurations |
Performance and capability
| Metric | Approximate value (non-hybrid 4×4) |
|---|---|
| 0–60 mph (0–97 km/h) | Around 6.5–7.0 s for unloaded CrewMax 4×4 |
| Top speed | Electronically limited; typically around 110–115 mph (177–185 km/h) |
| Braking 60–0 mph | Roughly 125–140 ft depending on tyre package |
| Max towing (properly equipped) | Up to about 11,000–12,000 lb (4,990–5,440 kg) for some 4×4 trims |
| Typical 4×4 CrewMax tow rating | Often in the 9,500–11,100 lb range, depending on axle ratio and options |
| Payload | Commonly about 1,600–1,800 lb (725–815 kg) for gas 4×4 CrewMax trucks |
| Roof load | Within typical light-truck ranges (confirm for roof-rack system used) |
Fluids and service capacities (approximate, non-hybrid V35A-FTS 4×4)
Always confirm by VIN and market in the official service literature; values below are typical for 3rd-gen Tundra 4×4:
| System | Specification | Approx. capacity |
|---|---|---|
| Engine oil | 0W-20 ILSAC GF-6A full synthetic; API-approved | ~7.3–7.7 US qt (6.9–7.3 L) with filter |
| Engine and intercooler coolant | Toyota Super Long Life coolant (pink); premixed | ~12.4 L engine + ~4.4 L intercooler circuit |
| Automatic transmission | Toyota ATF WS | ~11 L |
| Transfer case | Toyota ATF WS | ~2.0 L |
| Front differential | Toyota GL-5 75W-85 gear oil | ~1.3 L |
| Rear differential (no locker) | Toyota GL-5 75W-85 gear oil | ~5.4 L |
| Rear differential (with locker) | Same spec | ~5.3 L |
| A/C refrigerant | R-134a or R-1234yf (region-specific) | Charge quantity varies; check under-hood label |
Key torque examples (always verify exact values):
- Engine oil drain plug: around 30 lb-ft (40 Nm).
- Differential and transfer-case drain/fill plugs: typically in the 30–40 lb-ft range.
Electrical and safety tech snapshot
- Alternator output: high-capacity unit sized for winches, lighting, and towing loads.
- 12 V battery: large group-size AGM or flooded lead-acid, depending on trim and market.
- Spark plugs: iridium, long-life; generally 60,000–100,000-mile replacement interval.
- Safety suite: Toyota Safety Sense (TSS 2.x) standard, with forward collision warning, automatic emergency braking (vehicle/pedestrian, often cyclist), adaptive cruise control, lane-keeping/lane-tracing assist, road-sign assist, and automatic high beams.
- Crash tests: crew cab 4×4 Tundras have scored very well in independent crash testing, with strong occupant protection and available good-rated headlights on higher trims.
Off-road trims and safety systems
The 4×4 system is available across most of the Tundra lineup, but off-road capability and equipment vary significantly by trim and package. Understanding those differences is crucial when you shop or spec a new truck.
Core 4×4 trims and key hardware differences
- SR 4×4
Entry-level work truck. Steel wheels, basic shocks, cloth interior, and fewer convenience features. Still benefits from the twin-turbo V6 and 10-speed automatic, but lacks advanced off-road electronics or upgraded suspension. Tow ratings can be strong, but payload may be somewhat higher due to fewer options. - SR5 4×4
Common starting point for private owners. Adds more comfort and technology, including larger infotainment and more available options. Often paired with the TRD Off-Road package, which is where things get interesting for trail use. - Limited 4×4
Brings leather-trimmed interior, more sound insulation, and more technology (larger screens, better audio). When equipped with TRD Off-Road or TRD Sport, it can blend luxury with genuine off-road hardware. - Platinum and 1794 Edition 4×4
Higher-end trims focused on comfort and style. Air-conditioned seats, upgraded audio, ambient lighting, and more chrome or Western-inspired details. Capable, but their standard wheel and tyre packages lean more toward highway than rock-crawling. - TRD Pro (4×4 only)
Factory off-roader with upgraded FOX shocks, specific springs, skid plates, all-terrain tyres, unique wheels, raised stance, and often a heritage TOYOTA grille. Includes locking rear differential, Multi-Terrain Select, Crawl Control, and off-road tuned traction mapping. - Trailhunter (4×4 only, where offered)
Overland-oriented trim with accessories such as off-road bumpers, recovery points, onboard power solutions, and tuned suspension for carrying camping gear rather than just jumping dunes.
Each step up generally adds weight and cost, which eats slightly into payload and fuel economy. However, extra suspension travel, stronger dampers, and a locking rear diff can transform the truck on rough tracks.
Options and packages that matter
When shopping a 4×4 Tundra, look for:
- TRD Off-Road package (available on SR5, Limited, and others):
- Off-road tuned dampers
- Unique wheels and all-terrain tyres
- Skid plates
- Locking rear differential (on many configurations)
- Multi-Terrain Select and Crawl Control
- Tow package:
- Integrated trailer brake controller
- Enhanced cooling and alternator capacity
- 2-inch receiver hitch, 7- and 4-pin trailer wiring
- Higher tow rating with correct axle ratio
- Bed and interior packages:
- Deck rail systems and tie-downs
- 120 V power outlets (bed and cabin)
- Rear under-seat storage and modular organisers
Quick identifiers include badges (TRD Pro, Trailhunter, 1794 Edition), wheel designs, interior trims (e.g., Western-style leather in 1794), and, of course, the presence of extra buttons for off-road drive modes and lockers.
Safety ratings and ADAS evolution
Across 2022–present 4×4 Tundras, safety equipment is generous:
- Multiple airbags, including side-curtain coverage for both rows.
- Standard stability control, traction control, ABS, and trailer sway control.
- Toyota Safety Sense (TSS 2.x) standard on all trims, with further refinements and minor hardware tweaks across the years.
Higher trims may add:
- 360° camera systems with off-road views and trailer-guidance overlays.
- Blind-spot monitoring with rear cross-traffic alert.
- Parking sensors, rear automatic braking, and better-performing LED headlights.
For 4×4 buyers, the camera system and parking aids are particularly valuable due to the truck’s size and higher ride height. Note that windshield or camera replacements on TSS-equipped trucks may require calibration at a shop with the right equipment.
Long-term reliability and recalls
Toyota’s reputation for durability is a big reason people choose the Tundra 4×4, but the XK70 generation is new, uses a twin-turbo V6 instead of a naturally aspirated V8, and has already generated some important recalls. Understanding these issues—and their context—will help you assess risk realistically.
Engine machining-debris recall (V35A-FTS)
The headline issue for early non-hybrid Tundras is a safety recall for certain 2022–2023 gas models equipped with the V35A-FTS engine. During a specific production window, machining debris may not have been fully cleared from the engine during manufacturing. Over time, this contamination can damage main bearings and lead to:
- Engine knocking or ticking noises.
- Rough running or misfires.
- Failure to start.
- In severe cases, loss of motive power while driving.
Toyota’s remedy has been extremely conservative compared with many automakers: affected engines are replaced with new units at no cost to the owner once a remedy is available. Later communications and third-party reporting discuss an expanded campaign covering additional 2022–2024 non-hybrid Tundra and related Lexus models.
What to do as an owner or buyer:
- Run the VIN through both Toyota’s official recall site and your market’s government recall database.
- Ask the servicing dealer to print the recall and campaign history for the truck (this will show whether an engine has already been replaced).
- During pre-purchase inspection, listen carefully for unusual noises at cold start and hot idle and scan for stored or pending engine codes.
When a truck has had its engine replaced by Toyota under recall, that is not necessarily a negative; in some cases, buyers view this as a plus, since a newer engine has been installed under factory oversight. The key is documentation.
Other reliability themes so far
It is still a relatively young platform, but early patterns are emerging:
Common / low–medium cost issues
- Software and calibration niggles:
Occasional updates for the engine ECU, transmission control, and brake or ADAS modules to fix drivability quirks (shift flare, hesitation, false warnings) or infotainment glitches. These are usually handled via dealer reflashes. - Infotainment and camera quirks:
Occasional freezing, blank screens, or reverse camera malfunctions. Some issues have prompted service bulletins; others are solved by software updates or module replacement. - Minor rattles and trim noises:
Like most full-size pickups with big cabs and frames, Tundras can develop rattles around the dash, rear seats, or bed over time, particularly if driven frequently on washboard gravel or rough trails.
Occasional / higher-impact concerns
- Turbocharger and charge-air system:
A small number of owners report boost-related faults, intercooler leaks, or hose failures. These are still relatively rare, but out-of-warranty turbo or intercooler replacements can be expensive, so coolant and oil quality, as well as proper warm-up and cool-down habits, matter. - Cooling system:
With towing or long grades in hot weather, any small weakness in the cooling system (hose clamp, coolant level neglect, mud-clogged heat exchangers) can become a problem. Regular inspections are important if you tow regularly. - Chassis and corrosion:
The fully boxed frame is robust, but any truck driven in salted climates should be inspected regularly for surface corrosion, especially around brackets, crossmembers, and welds. Underbody washing and periodic rust-proofing help.
Recalls, TSBs, and extended coverage
Beyond the engine campaign, there have been additional recalls and technical service bulletins affecting some Tundra 4x4s, such as:
- Camera or tailgate camera harness issues.
- Potential problems with certain sensor modules or seatbelt components.
Best practice is to:
- Check the VIN online before purchase or at least once per year as an owner.
- Ask the dealer to confirm that all recalls, service campaigns, and software updates have been completed.
- Keep printed or digital documentation of any recall or campaign work; it helps with resale and future diagnosis.
For a pre-purchase inspection, request:
- Full service history with dates, mileages, and dealer names.
- Written proof of recall completion or open-recall status.
- A multi-point inspection report that includes compression or leak-down testing if there are any concerns about engine smoothness, and a scan of all modules for stored faults.
Service schedule and purchasing tips
A well-maintained Tundra 4×4 should handle 10–15 years of work and family use with relatively few surprises. The key is sticking to a sensible maintenance schedule and choosing the right configuration for your needs from the start.
Practical maintenance schedule (non-hybrid 4×4)
Always verify against your local maintenance guide, but the following outline works well for the 3.4-litre i-FORCE 4×4:
- Every 5,000 miles / 6 months (whichever comes first)
- Rotate tyres; inspect tread, sidewalls, and pressures (including spare).
- Inspect brakes (pads, rotors, hoses), steering and suspension joints, CV boots, and shocks.
- Check engine oil level, coolant, washer fluid, power steering (if applicable), and brake fluid level.
- Grease any aftermarket suspension or driveline components that require it.
- Every 10,000 miles / 12 months
- Replace engine oil and filter with 0W-20 synthetic that meets Toyota’s specifications.
- Inspect air filter and cabin filter; replace if dirty.
- Inspect 4×4 system operation (2H/4H/4L engagement), front and rear differentials, transfer case for leaks.
- Basic underbody inspection for corrosion or damage, especially after off-road use.
- Every 30,000 miles / 3 years
- Replace engine air filter (more often if you drive off-road or in dust).
- Replace cabin air filter if not done sooner.
- Drain and refill front and rear differentials and transfer case, especially for frequent towing or off-road use.
- Inspect coolant condition and hoses.
- Check alignment and suspension bushings; correct any uneven tyre wear.
- Every 60,000 miles / 6 years
- Replace spark plugs (exact mileage depends on market guidance).
- Replace brake fluid.
- Drain and refill automatic transmission fluid (Toyota ATF WS), especially for trucks that tow or see heavy city use.
- Deeper inspection of shocks/struts, control arm bushings, and ball joints.
- Every 100,000–120,000 miles / 10 years
- Full cooling system service: flush and refill with the correct Super Long Life coolant.
- Consider a second transmission, diff, and transfer-case service.
- Replace serpentine/auxiliary belts and any suspect hoses.
- In corrosion-prone climates, consider more aggressive underbody rust treatment.
The timing chain does not have a scheduled replacement interval, but if there are timing-correlation codes, rattle on cold start, or oil neglect in the truck’s past, a specialist should evaluate chain stretch, guides, and tensioners.
The 12 V battery typically lasts 4–7 years; have it load-tested annually after year four, especially if you rely on remote areas or you run accessories (winches, fridges, auxiliary lighting).
Fluids and torques that owners should know
- Engine oil: 0W-20 full synthetic meeting ILSAC GF-6A; capacity roughly 7.3–7.7 qt.
- Differential and transfer case: GL-5 75W-85 gear oil (diffs) and Toyota ATF WS (transfer case) at the capacities quoted in the specs section.
- Always use a torque wrench on drain and fill plugs; overtightening easily damages aluminium housings or pan threads.
Buyer’s guide: choosing the right 4×4 Tundra
Best fits for most private owners
- SR5 or Limited 4×4 CrewMax with the TRD Off-Road package is a sweet spot:
- Genuine off-road hardware (shocks, skid plates, locker on many configs).
- Comfortable ride and modern amenities.
- Strong tow ratings and decent payload.
If you tow heavy and often
- Prioritise axle ratios and tow-package content over cosmetic upgrades.
- Choose a configuration with the larger fuel tank where available to reduce fuel stops.
- Consider all-terrain tyres with an E-load rating for stability, but remember they add weight and can slightly reduce fuel economy.
If you overland or trail-ride
- TRD Pro or Trailhunter trims give you a head start with upgraded suspension, tyres, skid plates, and recovery-friendly bumpers.
- For custom builds, an SR5/Limited 4×4 with carefully chosen aftermarket suspension and bumpers can be more cost-effective, but keep an eye on total weight vs. payload and GVWR.
What to avoid or inspect closely
- Early 2022 trucks without documented recall and campaign status.
- Vehicles with evidence of severe tuning (big boost increases, non-OEM calibrations) or neglected fluid changes.
- Trucks with oversized wheels and tyres and no gearing or brake upgrades; these can stress driveline components and increase stopping distances.
Long-term, a 4×4 Tundra maintained on time, with quality fluids and a bit of mechanical sympathy for the twin turbos, should offer a durable service life similar to Toyota’s earlier big trucks, even if it uses more complex technology.
On-road and off-road performance
The Tundra 4×4’s driving experience is defined by its turbocharged torque, multi-link rear suspension, and the way its electronics manage traction and stability.
Everyday on-road behaviour
On pavement, the 4×4 Tundra feels more composed than the previous generation:
- Ride quality:
The coil-spring rear axle soaks up small bumps better than leaf springs, and the truck feels less “hoppy” when unladen. TRD-tuned dampers add control over big undulations without being harsh. - Steering and handling:
Steering is light but accurate, with a stable on-centre feel at highway speeds. Body roll is typical of a full-size pickup but well controlled. The wide track and long wheelbase make it feel planted on the freeway. - Braking:
Large discs give solid stopping power, though pedal feel can be a bit soft on some examples, especially with heavy all-terrain tyres. Regular brake fluid changes and pad inspections are important if you tow.
Cabin noise is generally low for a full-size truck: the V6 stays quiet at cruise, and wind and road noise are modest until you fit aggressive off-road tyres or roof-rack setups.
Powertrain character
The 3.4-litre twin-turbo V6 behaves differently from a big naturally aspirated V8:
- Low-rpm response:
Slight turbo lag off the line if you just ease into the throttle, but strong torque once the turbos wake up. For towing or quick merges, the truck feels confident and muscular. - Mid-range punch:
Passing power from 50–80 mph (80–130 km/h) is a strong point; the 10-speed drops a few gears and the truck surges forward quickly. - Transmission logic:
The 10-speed usually keeps revs low in normal driving but can hunt between gears on rolling hills or with a trailer, especially in Eco mode. Tow/Haul mode sharpens shifts and holds gears longer, which many owners prefer.
Drive modes (Normal, Eco, Sport, plus off-road-specific settings) adjust throttle mapping, shift schedule, and sometimes steering assistance. In practice:
- Eco: Best for relaxed driving and fuel saving, but can feel sluggish.
- Normal: Good all-round mode.
- Sport/Sport+: Quicker throttle, higher shift points, and a slightly more eager feel.
Real-world fuel economy in 4×4 form
In non-hybrid 4×4 CrewMax trucks:
- City: 15–17 mpg US (13.8–15.7 L/100 km) is typical with mixed traffic.
- Highway (65–75 mph): 18–21 mpg US (11.2–13.1 L/100 km) depending on tyres, lift, and load.
- Mixed commuting: Many owners see around 17–19 mpg US (12.4–13.8 L/100 km).
Off-road tyres, roof racks, bed racks, and added weight from armour and accessories all reduce economy. A mild suspension lift with bigger tyres frequently costs 1–2 mpg.
Towing a mid-size travel trailer or car hauler can drop fuel economy into the single digits (8–11 mpg US, 21–29 L/100 km) depending on terrain and weight. Fuel-stop planning matters, especially with the smaller tank.
Off-road performance
In 4×4 trims with off-road packages, the Tundra is a capable trail truck:
- Traction:
- Part-time 4WD with 4H and 4L gives flexibility.
- A locking rear differential (where fitted) is a major advantage in rock, mud, and deep snow.
- Multi-Terrain Select tailors throttle and traction-control behaviour for sand, mud, rock, or dirt.
- Crawl Control:
Acts like a low-speed off-road cruise control, modulating throttle and brakes so you can concentrate on steering in technical terrain. - Geometry:
Ground clearance is respectable, but overhangs and wheelbase mean you still have to pick lines carefully on breakover crests and steep departure angles. Factory skid plates on TRD packages are useful but can be upgraded for heavy rock use.
On snow and ice, proper tyres make a bigger difference than anything else. With good winter or all-weather rubber, the 4×4 system and stability control give confident traction, but remember that big trucks still take time to stop.
Tundra 4×4 versus rival trucks
The Tundra 4×4 competes with trucks like the Ford F-150 4×4, Chevrolet Silverado 1500 4×4, GMC Sierra 1500 4×4, Ram 1500 4×4, and Nissan Titan Pro-4X. Each has its own strengths; here’s how the Tundra typically compares.
Against Ford F-150 4×4
- Pros for Tundra:
- All-aluminium V6 with strong torque and no belt-driven timing system.
- Standard advanced safety suite across trims.
- Simple engine choice for non-hybrid trucks (no maze of small turbo engines to decode).
- Pros for F-150:
- Wider range of engines (including hybrid and V8) and specialised trims (Raptor, Tremor, PowerBoost hybrid).
- Often slightly higher tow ratings and lighter curb weights.
- More aftermarket support and parts availability simply due to volume.
If you want maximum configurability or powertrain variety, Ford wins; if you prefer a simpler lineup with a strong emphasis on reliability and safety tech, the Tundra is attractive.
Against Chevrolet Silverado/GMC Sierra 1500 4×4
- Tundra advantages:
- Interior design and infotainment feel more cohesive to many drivers.
- Strong resale values and perceived long-term durability.
- Standard driver-assistance tech across the board.
- GM advantages:
- Very strong small-block V8 options and a smooth inline-six diesel in some markets.
- Some trims offer slightly better fuel economy when not loaded.
- Wide variety of trims and special editions.
For buyers who like turbo V6 power but want Japanese build quality and a simpler lineup, the Tundra 4×4 is compelling.
Against Ram 1500 4×4
- Tundra strengths:
- Fully boxed frame and coil-spring rear, like Ram, but with Toyota’s reliability reputation.
- Strong safety suite and excellent crash performance.
- No multi-displacement or belt-driven mild-hybrid systems to worry about on the gas-only i-FORCE.
- Ram strengths:
- Arguably class-leading ride comfort and interior design in many trims.
- Smooth Hemi V8 feel where still offered.
If ride comfort and interior style are your main priorities, Ram is tough to beat. If you prefer a newer drivetrain architecture and Toyota’s dealer network and reliability culture, the Tundra 4×4 is attractive.
Against Nissan Titan Pro-4X and others
The Titan is simpler and often cheaper, but its future is uncertain in some markets and it cannot match the Tundra’s modern platform, safety tech, or resale value. Smaller trucks (Tacoma, Ranger, Colorado) are more manoeuvrable off-road, but they give up towing and interior space.
Where the Tundra 4×4 fits best
- Owners who intend to keep a truck 8–15 years and value reliability and resale.
- Drivers who tow regularly but also care about ride quality and cabin refinement.
- Buyers who want serious off-road capability but prefer a factory-backed, integrated package over piecemeal modification.
The main caution is staying informed about V35A-FTS engine recall developments and ensuring any truck you own or buy has clean service, campaign, and oil-change history. With that box ticked, the 4×4 Tundra is a very strong all-rounder.
References
- 2025 Toyota Tundra Adds TRD Rally Package and More 2024 (Model Overview)
- Toyota Recalls Certain Model Year 2022-2023 Toyota Tundra and Lexus LX Vehicles 2024 (Recall Database)
- 2022 Toyota Tundra crew cab pickup 2022 (Safety Rating)
- Gas Mileage of 2022 Toyota Tundra 2022 (Fuel Economy Data)
- 2022 Tundra 2021 (Owner’s Brochure)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, capacities, torque values, maintenance intervals, and procedures can vary by VIN, model year, market, and equipment level. Always confirm details using your vehicle’s official owner’s manual, service manual, and local dealer or qualified technician before performing work or making purchase decisions.
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