The 1999–2002 Toyota 4Runner 2WD with the 5VZ-FE 3.4-liter V6 (chassis family VZN180) is the facelifted phase of the third-generation 4Runner. It’s a mid-size, body-on-frame SUV that sits between compact crossovers and full-size trucks, pairing a rugged ladder frame with rear-wheel drive for everyday use and light towing. This guide focuses on the two-wheel-drive V6 sold across these four model years. The appeal is clear: strong low-to-midrange torque, smooth refinement versus the four-cylinder, and simpler upkeep than a 4×4—while keeping hallmark 4Runner durability, resale value, and parts availability. If you need a long-lasting daily driver that can swallow cargo, commute comfortably, and handle road trips or mild dirt roads—without the complexity, weight, and fuel penalty of a transfer case—the VZN180 2WD is the sweet spot. Below you’ll find the numbers that matter, how it’s built, what breaks (and when), practical maintenance intervals with fluid specs and torque values, real-world performance and economy, and a buyer’s checklist to separate the keepers from the projects.
Fast Facts
- Smooth, long-lived 5VZ-FE V6 with a non-interference timing belt; strong parts support and easy drivability.
- Ladder frame, hydraulic rack-and-pinion steering, and coil-spring suspension deliver predictable handling and comfort.
- A340E 4-speed automatic is durable with periodic drain/fills; external trans cooler helps longevity.
- Caveat: watch for radiator internal cooler failures (“milkshake”) on high-milers—consider a new radiator or external cooler.
- Typical interval: timing belt and water pump every 90,000 mi (145,000 km) or 6–7 years; engine oil every 5,000 mi (8,000 km).
Guide contents
- Detailed Overview — 4Runner V6 2WD
- Specifications and Technical Data — VZN180
- Trims and Options, Safety and Driver Assistance
- Reliability, Common Issues and Service Actions
- Maintenance and Buyer’s Guide
- Driving and Performance
- How 4Runner Compares to Rivals
Detailed Overview — 4Runner V6 2WD
The facelifted third-gen 4Runner refined a proven truck architecture. Underneath is a boxed ladder frame with a double-wishbone/coilover front end and a four-link, coil-sprung solid rear axle. Steering is hydraulic rack-and-pinion—unusual among body-on-frame SUVs of the era—and it’s a big reason these trucks feel tidy on center even past 200,000 miles when kept aligned and bushed. Brakes are front ventilated discs and rear drums; ABS was widely available and works well with fresh fluid and correctly adjusted rear shoes.
The heart is Toyota’s 5VZ-FE 3.4-liter V6 (183 hp / 135 kW; ~295 Nm / 217 lb-ft). It’s a smooth, undersquare, iron-block/aluminum-head engine that favors torque and longevity over peak numbers. A timing belt drives the cams; it’s not a hard job, and most owners pair it with a water pump, idlers, and thermostat. Fueling is multi-point EFI with a hot-wire MAF; the intake and idle-air control (IAC) remain accessible for cleaning when idle quality drifts with age. Compared with the period four-cylinder, the V6 cuts noise and effort on grades, tows more confidently, and doesn’t need high rpm to get moving.
Most 2WD V6s use the A340E 4-speed automatic—durable provided it sees periodic drain/fills and stays cool. A rare 5-speed manual existed on some markets and years but is unusual in 2WD V6 form; shop assuming an automatic unless the seller proves otherwise. Without a transfer case, the 2WD V6 carries less mass and complexity than a 4×4, and you avoid vacuum lines and front-axle engagement hardware. The trade-off is obvious: it’s not a rock crawler. Yet for dry-climate owners and sun-belt commuters, 2WD means lower costs, easier packaging for transmission cooling, and slightly better fuel economy.
Inside, you get classic Toyota ergonomics—clear gauges, simple HVAC dials, hard-wearing fabrics, and the 4Runner’s party trick: a roll-down tailgate window that improves airflow and makes loading long items easier. Seating is five-passenger with a flat load floor when the bench folds. SR5 trucks commonly add roof racks and nicer trim; Limited packages skew to leather and more sound insulation but are less common in 2WD V6 configuration. For daily use, the formula still works: a tidy footprint outside, straightforward service access under the hood, and a cargo area that swallows bikes, bins, and camping gear without drama.
Specifications and Technical Data — VZN180
Engine and Performance (5VZ-FE gasoline, naturally aspirated)
| Item | Value |
|---|---|
| Code & layout | 5VZ-FE V6, DOHC, 24-valve, timing belt |
| Displacement | 3.4 L (3,378 cc) |
| Compression ratio | ~9.6:1 |
| Induction & fueling | Naturally aspirated; multi-point EFI; hot-wire MAF |
| Rated power | 183 hp (135 kW) @ ~4,800 rpm |
| Rated torque | 295 Nm (217 lb-ft) @ ~3,600–3,800 rpm |
| Emissions/diagnostics | OBD-II |
| Fuel requirement | Regular unleaded |
| Fuel tank (usable) | ~70 L (18.5 gal) |
| Real-world highway at 120 km/h (75 mph) | Often near EPA combined when stock; racks/lifts/AT tires reduce economy 5–20% |
| Aerodynamics (context) | Cd mid-0.4s; frontal area ~2.7–2.8 m² |
Transmission and Driveline (2WD)
| Item | Value |
|---|---|
| Transmissions | 4-speed automatic (A340E); limited 5-MT availability by build |
| Drive layout | Rear-wheel drive (open diff) |
| Final drive ratios (typical) | ~3.91–4.10 depending on build |
| Steering | Hydraulic rack-and-pinion |
| Refuel to full | ~70 L / 18.5 gal (typical pump time 2–3 min) |
Chassis and Dimensions
| Item | Value |
|---|---|
| Frame | Boxed ladder frame |
| Front suspension | Double-wishbone with coilover; stabilizer bar |
| Rear suspension | Four-link solid axle with coils; stabilizer bar |
| Brakes | Front ventilated discs; rear drums; ABS availability by trim |
| Wheels/tires (factory) | 15–16 in; common sizes 225/75R15 to 265/70R16 |
| Wheelbase | 2,675 mm (105.3 in) |
| Length | ≈ 4,653–4,656 mm (183.2–183.3 in) |
| Width (body) | ≈ 1,690–1,730 mm (66.5–68.1 in) |
| Height | ≈ 1,715–1,740 mm (67.5–68.5 in) |
| Ground clearance | ≈ 230–240 mm (9.1–9.4 in) on stock tires |
| Curb weight (2WD V6) | ≈ 1,700–1,780 kg (3,750–3,925 lb) |
| GVWR | ≈ 2,380 kg (≈5,250 lb) |
| Turning circle | ≈ 11.6–11.9 m (38–39 ft) |
| Cargo volume (up/down) | ≈ 1,260 L / 2,260 L (≈45 / 80 cu ft) |
Fluids and Capacities (service planning)
| System | Specification & Capacity (typical) |
|---|---|
| Engine oil | 5W-30, ~5.2–5.7 L (5.5–6.0 qt) with filter |
| Coolant | Toyota Long-Life (red) / Super Long Life (pink), total ~9–10 L |
| Automatic transmission (A340E) | Toyota Type T-IV / Dexron III, drain/fill ~2.5–3.5 L; dry ~8–9 L |
| Manual transmission (if equipped) | 75W-90 GL-4/GL-5, ~2.3–2.6 L |
| Rear axle (2WD) | 75W-90 GL-5, ~2.5–3.0 L |
| Power steering | ATF Dexron II/III (per cap) |
| Brake fluid | DOT 3/4; flush every 2 years |
Selected torque values (commonly referenced):
- Wheel lug nuts — 113 Nm (83 lb-ft)
- Front caliper brackets — ~122 Nm (90 lb-ft)
- Spark plugs — 18–22 Nm (13–16 lb-ft) (aluminum heads; follow plug maker guidance)
- Differential drain/fill — ~49–59 Nm (36–44 lb-ft)
- Oil drain plug — ~39 Nm (29 lb-ft)
Performance and Economy (2WD 5VZ-FE)
| Metric | 4-AT (A340E) | 5-MT (rare 2WD) |
|---|---|---|
| 0–60 mph (typical ranges) | ~9.2–9.8 s | ~8.8–9.5 s |
| Top speed (indicated) | ~105–110 mph | ~110 mph |
| EPA mpg (city/hwy/comb) | 17 / 21 / 19 | 17 / 21 / 19 (similar gearing) |
| Comb L/100 km (approx.) | ~12.4 | ~12.4 |
| Tow rating (braked)* | Up to 2,268 kg (5,000 lb) when properly equipped | |
| Payload (typical) | ~400–550 kg (880–1,210 lb) | |
| Roof load (dynamic) | ~75–100 kg (165–220 lb), rack dependent |
*Practical guidance: for comfort and temps, most owners stay in the 1,500–3,500 lb (680–1,590 kg) band with trailer brakes and a trans cooler.
Trims and Options, Safety and Driver Assistance
Trim overview (1999–2002, 2WD V6 focus):
- Base: Cloth seats, manual HVAC, steel wheels (often 15-inch), power tailgate glass, and basic audio. ABS presence varies by build.
- SR5: The most common and best balanced. Adds alloy wheels, power accessories, roof rack, nicer trim, and (on some packages) 16-inch tires with larger front rotors.
- Limited (2WD V6 rare): Leather, premium audio, body cladding, and additional sound insulation. If shopping a Limited, confirm wheel/rotor size to match parts.
Key option packages and mechanical tells:
- Coolers: Some trucks received tow packages with auxiliary transmission coolers—valuable even on 2WD.
- Axle ratios: Door-jamb axle codes reveal gearing; numerically higher ratios improve response and towing.
- Wheel/rotor pairings: 16-inch packages may alter rotor dimensions—verify before ordering pads/rotors.
- ABS hardware: If equipped, follow correct bleed sequence; old fluid degrades pedal feel.
Safety ratings (period context):
- This generation earned Acceptable marks in the IIHS moderate-overlap frontal test for model years spanning the facelift. NHTSA results from the era reflect the higher center of gravity typical of body-on-frame SUVs. The 2WD lacks modern crash-avoidance tech; safe outcomes rely on good tires, healthy brakes, and attentive driving.
Safety systems and child seating:
- Dual front airbags and pretensioners were standard by this facelift. These models predate LATCH; use seat belts and approved locking methods per the owner’s manual. Consider upgrading to modern tires with strong wet grip; they’re the biggest single safety improvement you can buy.
Year-to-year changes (1999–2002):
- Styling, interior trims, and package mix saw incremental updates. Late trucks often benefit from small NVH and feature tweaks, but the core mechanicals are stable across the span.
Reliability, Common Issues and Service Actions
Reliability snapshot: The 5VZ-FE/2WD combination is renowned for longevity when serviced on schedule. Age and environment—more than design flaws—dictate today’s issues. Use this prevalence-and-cost map to prioritize inspections.
Common (frequent; low-to-medium cost)
- Timing belt/water pump interval:
Symptoms: overdue history or belt age unknown.
Root cause: elapsed time/mileage.
Remedy: replace belt, water pump, idlers, thermostat, and front seals as needed; reset service baseline. - Radiator ATF cooler failure (“pink milkshake” risk) on automatics:
Symptoms: strawberry fluid, harsh shifts, cross-contamination.
Cause: internal radiator cooler rupture.
Remedy: proactive new radiator and ATF service or add a quality external cooler (bypass OE tank). - Valve cover and half-moon plug leaks:
Symptoms: oil odor, film around covers, wetness at rear of heads.
Remedy: new covers/seals; clean PCV; torque fasteners to spec. - MAF/IAC contamination:
Symptoms: unstable idle, hesitation, P0171 lean codes.
Remedy: clean MAF with proper spray; remove and clean IAC and throttle body; check for intake leaks. - Rear axle seals wetting brake shoes:
Symptoms: oil on backing plates, weak parking brake.
Remedy: replace seals (bearings if noisy); clean/renew shoes/hardware; ensure axle breather is free.
Occasional (medium prevalence; medium cost)
- Knock sensor harness faults (sub-harness brittle with age):
Symptoms: ping codes, reduced performance, MIL.
Remedy: replace sub-harness; verify sensor torque and connector integrity. - Starter solenoid contacts (starter under intake):
Symptoms: click-no-crank, intermittent starts.
Remedy: rebuild solenoid contacts or replace starter; consider intake gasket refresh while in there. - A340E shift feel degradation:
Symptoms: flare on 2–3, lazy lock-up hot.
Remedy: staged drain/fills with T-IV/Dex III (as labeled), check throttle cable (if equipped), inspect valve body if persistent.
Rare (low prevalence; high impact)
- Head gasket failure: Rare on serviced engines; most cases trace to severe overheating.
- ABS modulator leaks/failures: Infrequent but costly; confirm before replacing with used parts.
Chassis/steering/brakes (age-driven)
- Lower ball joints (LBJs) and inner/outer tie-rods: Wander or clunk over bumps points to wear; replace with quality parts and align.
- Front caliper slide pins sticking: Uneven pad wear or pull; clean and lube pins, refresh rubber boots.
- Bushing age-out: Control-arm and sway-bar bushings harden and crack; fresh rubber restores ride and NVH.
Corrosion hotspots (especially in salt regions)
- Rear frame kick-ups, body mounts, fuel tank straps, and seams at the cargo floor. Probe inside boxed sections; borescope inspections can save you from a bad frame.
Recalls and service actions
- Across this span, there’s no single, universal powertrain recall that uniquely targets the 2WD V6, but individual VINs can carry campaign history. Always run an official VIN recall check and keep dealer records with dates and mileage.
Pre-purchase documents to request
- Proof of timing belt service with parts list, ATF drain/fill history (and any cooler install), cooling-system replacements, brake fluid flushes, and front-end rebuild work (LBJs, tie-rods, bushings). Photos or invoices of frame inspection/treatment are a plus.
Maintenance and Buyer’s Guide
Practical maintenance schedule (normal service; shorten intervals for severe duty: heavy towing, frequent short trips, dust, or extreme temps):
- Engine oil & filter: 5,000 mi (8,000 km) or 6 months; 5W-30.
- Timing belt kit + water pump: 90,000 mi (145,000 km) or 6–7 years, whichever comes first; inspect idlers and cam/crank seals.
- Engine air filter: Inspect 12 months / 15,000 mi (24,000 km); replace on condition.
- Cabin filtration: Many trucks shipped without a cabin filter; retrofit kits exist—inspect HVAC box annually.
- Spark plugs: 30,000–60,000 mi (48,000–96,000 km) depending on plug type; verify gap and torque.
- Fuel filter (external): 60,000–90,000 mi (96,000–145,000 km); inspect lines for corrosion.
- Coolant: Red Long-Life 2–3 years / 30,000–50,000 mi; Pink Super Long Life 5–7 years / 100,000–150,000 mi—do not mix types.
- Drive belts & hoses: Inspect at each oil change; replace 60,000–90,000 mi or on condition.
- A340E ATF (automatic): Drain/fill 30,000–60,000 mi; avoid power flushes on high-milers—use staged services. Install/maintain auxiliary cooler, especially if towing.
- Manual gearbox (if equipped) & rear axle: 30,000–60,000 mi depending on use; confirm breathers are free.
- Brake fluid: Flush every 2 years; service front slide pins; adjust rear drums.
- Brake pads/shoes/rotors/drums: Inspect each rotation; replace to spec; renew drum hardware as needed.
- Tire rotation & alignment: Rotate 5,000–7,500 mi; align annually or after front-end work.
- Valve clearances: Hydraulic lash on 5VZ-FE; routine checks unnecessary unless noise or misfire suggests a problem.
- 12 V battery: Load-test annually after year 3; typical life 4–6 years.
Fluid quick sheet & capacities (recap):
- Engine oil: 5W-30; ~5.5–6.0 qt with filter.
- Automatic transmission: Type T-IV/Dex III as labeled; drain/fill ~2.5–3.5 L, dry ~8–9 L.
- Rear axle: 75W-90 GL-5 ~2.5–3.0 L.
- Coolant: 9–10 L Toyota LL/SLLC.
- Brake fluid: DOT 3/4; every 2 years.
Essential torque values:
- Lug nuts 113 Nm (83 lb-ft); oil drain ~39 Nm (29 lb-ft); diff plugs ~49–59 Nm (36–44 lb-ft); spark plugs 18–22 Nm (13–16 lb-ft).
Buyer’s inspection checklist (2WD V6 emphasis):
- Frame & underbody: Probe rear rails, tank straps, body mounts; borescope inside boxed rails; beware fresh undercoating over scale.
- Cooling system: Radiator end-tanks, signs of ATF/coolant mixing, thermostat housing seepage, heater performance.
- Transmission: From a hot start, confirm clean 1–2 and 2–3 shifts, torque-converter lock-up at cruise, and no flare. Ask about ATF history and any external cooler.
- Front end: LBJs, tie-rods, control-arm bushings, front wheel bearings; the truck should track straight with a calm on-center feel.
- Brakes: Even braking, straight stops, no pulsation; verify proper drum adjustment; inspect caliper slide pins.
- Electrical: Alternator output under load, ground straps, rear window operation.
- Body/seals: Windshield surround, roof rack mounts, tailgate garnish, door drains; look for leak tracks in rear quarter plastics.
- Wheels/tires: Avoid oversized mud-terrains on stock gearing; they sap performance and stress LBJs and brakes.
What to seek/avoid:
- Seek: Stock or lightly modded SR5 2WD with documented timing belt and cooling system service, clean frame, and recent brake/ATF maintenance.
- Be cautious of: ATF “milkshake” survivors without proof of thorough remediation, undercoating hiding frame repairs, heavily lifted rigs on 33s without gearing changes, and long-overdue timing belt histories.
- Durability outlook: With corrosion managed and fluids on time, the 5VZ-FE 2WD routinely reaches 300,000+ miles (480,000+ km) on the original long block.
Driving and Performance
Ride and handling: On stock springs and good dampers, the 2WD V6 rides more comfortably than many same-era SUVs. The coil-sprung rear controls head toss, and the hydraulic rack keeps steering natural and predictable. Body roll exists—it’s a tall, ladder-frame truck—but stabilizer bars and fresh bushings keep motions tidy. Crosswinds are noticeable at interstate speeds; tire choice matters. A move from aged highway tires to a quality all-terrain with decent sidewall support can transform stability without a lift.
Powertrain character: The 5VZ-FE’s strength is midrange torque. Around town, it pulls cleanly from low rpm and never feels strained. Merging or passing is easy if you lean into the throttle, letting the A340E downshift decisively. Climbing long grades, the V6 prefers 3,000–4,800 rpm; it’s smooth at those revs and doesn’t feel buzzy. The automatic is conservative when hot; fresh fluid often tightens shifts and lock-up behavior. If you tow, a small stacked-plate cooler keeps temps and fluid life in check.
Braking: Expect a longer pedal stroke than modern four-wheel-disc setups. Proper drum adjustment, fresh DOT 3/4, and lubricated front slide pins make a dramatic difference in consistency. If you live in the mountains, higher-friction pads and stainless lines can improve bite and modulation; tires remain the limiting factor.
Real-world efficiency: Stock 2WD V6 trucks typically see 17–20 mpg (US) mixed (12–14 L/100 km). At 75 mph (120 km/h), many owners land near EPA combined when the truck is stock and the roof is clean. Add a roof basket, light bar, lift, or aggressive A/T tires and a 5–20% penalty is normal. Short trips in winter or ethanol blends drive numbers further down.
Load and towing: Properly equipped, the 2WD V6 tows up to 5,000 lb (2,268 kg). For comfort and braking margin, most owners are happiest 1,500–3,500 lb (680–1,590 kg) with trailer brakes. Plan longer merges and earlier braking when fully loaded, and expect a 25–40% hit to fuel economy on trips with headwinds or hills.
How 4Runner Compares to Rivals
Ford Explorer (’99–’01, OHV/SOHC V6, 2WD): Plentiful and cheap to buy. The SOHC timing chain layout can be a service risk as trucks age. The 4Runner’s 5VZ-FE belt service is predictable and less invasive, steering feel is more consistent with mileage, and resale is stronger.
Nissan Pathfinder R50 (3.3L V6, 2WD): Unibody yields a slightly more car-like ride and cabin quiet, but the timing belt adds periodic cost much like the 5VZ-FE. The 4Runner’s parts ecosystem and aftermarket depth are broader, and its ladder frame suits towing and long-term ruggedness.
Jeep Grand Cherokee WJ (4.0L or 4.7L, 2WD): The 4.0L pulls well and has a big fan base; the 4.7 V8 is quick but more complex. Electrical gremlins and cooling quirks show up on high-milers. The 4Runner trades peak power for a simpler ownership pattern, excellent parts support, and generally higher long-term reliability.
Bottom line: If you value longevity, predictable maintenance, and genuine truck hardware without 4×4 complexity, the 2WD VZN180 is one of the safest bets from the era. If you need all-weather traction on unplowed roads or frequent off-road use, look at a 4×4—or run proper tires and traction aids with realistic expectations.
References
- Gas Mileage of 1999 Toyota 4Runner 2025 (EPA/DOE Database)
- 1999 Toyota 4Runner 2025 (Safety Rating)
- Scheduled Maintenance Guide 1999 (Owner’s Manual Supplement)
- Look up Safety Recalls & Service Campaigns by VIN 2025 (Recall Database)
Disclaimer
This guide is for informational purposes and isn’t a substitute for professional diagnosis or repair. Specifications, torque values, intervals, and procedures can vary by VIN, market, options, and build date. Always verify with your official Toyota service documentation and under-hood labels. If this article helped, please share it with fellow owners on Facebook or X/Twitter to support xcar’s work.