The 2005 Toyota 4Runner 2WD with the 2UZ-FE 4.7-liter V8 sits squarely in the midsize, body-on-frame SUV class. It’s part of the fourth-generation 4Runner (N210), corresponding to the 2003–2009 model run, and this specific configuration covers the single North American model year in which the V8 gained variable valve timing (VVT-i) and a notable bump to 270 hp. In the lineup, this rear-wheel-drive V8 variant appealed to buyers who wanted traditional truck underpinnings, relaxed highway manners, and a high tow rating without the weight and complexity of the 4×4 system.
Owners value the 2UZ-FE for its smoothness and longevity, while the A750 5-speed automatic is known for robust manners if serviced correctly. You’ll find simple, familiar controls, a roomy cargo area, and the kind of rugged construction that makes these trucks easy to keep for decades. On the other hand, fuel economy is modest and some components—timing belt service, aging rubber bushings, and frame corrosion in harsh climates—deserve attention when shopping or planning maintenance.
Fast Facts
- Stout ladder frame, smooth 4.7-liter V8 (VVT-i for 2005), and calm highway ride; strong tow rating for the class.
- Simple, durable 5-speed automatic; trims range from practical SR5 to well-equipped Limited.
- Watch for timing belt age (interval miles/years) and frame/suspension corrosion in salted regions.
- Typical oil change: 5,000 miles / 6 months (severe service: sooner); timing belt and water pump: ~90,000 miles or 9 years.
Navigate this guide
- Detailed Overview
- Specifications and Technical Data
- Trims and Options, Safety and Driver Assistance
- Reliability, Common Issues and Service Actions
- Maintenance and Buyer’s Guide
- Driving and Performance
- How 4Runner 2WD V8 Compares to Rivals
4Runner 2WD V8: Detailed Overview
Toyota’s fourth-gen 4Runner blends classic SUV hardware with an easygoing personality. The UZN210 chassis designates the two-wheel-drive V8 models; power comes from the aluminum-head, iron-block 2UZ-FE 4.7-liter V8. For 2005 the engine adopted variable valve timing (VVT-i), increasing output to 270 hp while maintaining the broad, low-rpm torque that defines the truck’s character. It drives the rear wheels through a 5-speed electronically controlled automatic (A750E) and a conventional rear differential. If you tow frequently or rack up highway miles in fair climates, the 2WD V8 offers the best blend of simplicity and capability in the range.
The 4Runner’s body-on-frame construction and long-travel suspension deliver durability on rough roads and confident towing stability. The ride is calm and composed; the steering is light but predictable. Brakes are four-wheel discs with ABS, and stability control is standard. Compared with 4×4 models, 2WD trims are lighter and slightly more economical, easier on tires and front-end components, and simpler to service.
Inside, space is generous for a midsize SUV. The driving position is upright with good outward visibility, and the cabin—while utilitarian by modern standards—wears well. The rear seat folds nearly flat, and the load floor is low and wide. Depending on trim, you could find X-REAS (a cross-linked shock system that flattens cornering without harshness), JBL audio with an in-dash changer, and optional navigation added in period.
Ownership highlights include parts availability, large enthusiast knowledge bases, and straightforward DIY service (fluids, brakes, suspension). The trade-offs are fuel economy, the scheduled timing belt service, and age-related wear you should plan for on any 20-year-old truck (rubber lines, bushings, dampers, and corroded hardware). For shoppers considering a reliable, tow-ready, and long-lived SUV, the 2005 4Runner 2WD V8 remains a compelling value.
Specifications and Technical Data
Engine and Performance
| Item | Detail |
|---|---|
| Engine code | 2UZ-FE (VVT-i) |
| Configuration | 90° V8, DOHC, 32 valves |
| Displacement | 4.7 L (4,664 cc) |
| Induction / fueling | Naturally aspirated / sequential multi-port injection |
| Compression ratio | ~10.0:1 (VVT-i version) |
| Rated output | 270 hp (201 kW) @ ~5,400 rpm |
| Rated torque | ~320–330 lb-ft (434–448 Nm) @ ~3,400 rpm |
| Timing drive | Chain (cams) with belt-driven ancillary components |
| Fuel requirement | Regular unleaded |
| Fuel tank | 23.0 gal (87 L) |
| Aerodynamics (Cd) | ~0.36–0.37 (typical for this body) |
Notes: The 2005 V8 gained VVT-i; torque figures vary slightly by source but sit in the low-to-mid-320s lb-ft. The key takeaway is strong low-rpm pull and minimal downshifts at highway speeds.
Transmission and Driveline
| Item | Detail |
|---|---|
| Gearbox | A750E 5-speed automatic, ECT-i logic |
| Final drive | ~3.73 (varies slightly by trim/options) |
| Driveline | 2WD (rear-wheel drive) |
| Differential | Open rear diff with traction and stability control brake-actuation |
| Tow hardware | 7-pin harness and hitch available; transmission cooler fitted from factory on V8 |
Chassis and Dimensions
| Item | Detail |
|---|---|
| Structure | Ladder frame with welded body |
| Front suspension | Double wishbone, coilover shock |
| Rear suspension | 4-link solid axle, coil springs; optional rear air self-leveling (Limited) |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | 4-wheel discs with ABS, EBD, Brake Assist |
| Wheels/tyres | 16–18 in wheels (trim-dependent), all-season or A/T options |
| Wheelbase | 109.8 in (2,790 mm) |
| Length / width / height | ~189 / 74 / 69 in (4,800 / 1,880 / 1,750 mm) |
| Ground clearance | ~9.1 in (231 mm) |
| Curb weight | ~4,300–4,450 lb (1,950–2,020 kg), equipment-dependent |
| GVWR | ~5,350–5,700 lb (2,430–2,585 kg), trim-dependent |
| Turning circle | ~37.4 ft (11.4 m) |
| Cargo volume | ~42 cu ft seats up / ~66 cu ft seats down (1,189 / 1,868 L) |
Fluids and Capacities (essentials)
| System | Spec (typical) | Approx. capacity |
|---|---|---|
| Engine oil | SAE 5W-30 (API SL/SN or later) | ~6.6 qt (6.2 L) with filter |
| Coolant | Toyota long-life or Super Long Life (phosphate organic acid) | ~3.2–3.6 gal (12–14 L) total fill |
| Auto trans | Toyota ATF WS (A750E) | Service fill varies; total ~10–12 qt (9–11 L) |
| Rear diff | GL-5 75W-90 | ~3.0–3.3 pt (1.4–1.6 L) |
| Power steering | Dexron-type ATF | As needed (~1 qt for drain/refill) |
| Brake fluid | DOT 3 | As needed (bleed volume small) |
Key torque values (select): wheel lug nuts ~113 Nm (83 lb-ft); oil drain plug ~39 Nm (29 lb-ft); spark plugs ~18–22 Nm (13–16 lb-ft). Always verify per VIN/service manual when you’re at the vehicle.
Performance and Economy
| Metric | Result |
|---|---|
| 0–60 mph (owner/tested typical) | ~7.8–8.4 s (stock tyres) |
| Top speed (governed) | ~110–112 mph |
| EPA economy (V8 2WD) | 16 mpg combined (15 city / 18 highway) |
| Real-world highway @ 75 mph | ~16–18 mpg (14–15 L/100 km) depending on load/tyres/wind |
| Towing (braked) | Up to ~7,000 lb (3,175 kg) when properly equipped |
| Payload (typical) | ~1,400–1,500 lb (635–680 kg) |
| Roof load | ~120–150 lb (54–68 kg) including crossbars, check label |
Trims and Options, Safety and Driver Assistance
Trims and equipment (2WD availability)
- SR5 (2WD V8 available): Cloth seats, manual front seats, 16-inch wheels, keyless entry, stability/traction control, ABS, cruise control, power windows/locks/mirrors, single-CD audio. Option groups added convenience extras (roof rack, running boards, sunroof).
- Sport Edition (2WD V8 available): Adds X-REAS cross-linked shock system, scoop hood, larger wheels, sport seats, silver interior accents, and often upgraded audio. X-REAS noticeably reduces body roll without a harsh ride but adds complexity to shock replacement.
- Limited (2WD V8 available): Leather, dual-zone climate control, JBL audio, heated seats, 17–18-inch wheels, smart key on some builds, optional rear air self-leveling (handy for towing/loads), and available factory navigation for 2005 with updated processing.
Mechanical distinctions by trim:
- X-REAS (Sport) ties diagonally opposed shocks; replacing one corner usually means servicing the system as an assembly.
- Rear air suspension (Limited) maintains ride height with loads and helps level trailers; check for bag leaks and compressor operation.
- Final-drive gearing on V8 models is typically the same across trims; suspension spring rates differ with options.
Quick identifiers:
- VIN for V8 models uses the 2UZ engine code; UZN210 denotes 2WD V8.
- Sport Edition’s hood scoop and cross-drilled-look trim rings stand out; Limited badges and painted cladding differentiate the top trim.
Safety ratings (high-level summary)
- IIHS: Moderate overlap front test Good for 2003–2009 models; head restraint/seat rating Poor in the rear-impact evaluation of the era.
- NHTSA: Refer to the federal vehicle detail page for star ratings and any test updates tied to specific build configurations.
- Airbags: Dual front airbags were standard; side curtain airbags with rollover sensor were increasingly common as options by 2005—verify presence on the exact VIN.
- Child seats: Lower anchors and tethers (LATCH) in the second row, outboard positions; check anchor locations and clearance for bulky seats.
Stability and braking systems:
- VSC (vehicle stability control), TRAC (traction control), EBD (electronic brakeforce distribution), and Brake Assist are standard. These systems use targeted brake application to simulate limited-slip behavior in the open rear differential and help stabilize trailers during evasive maneuvers.
ADAS (driver assistance):
- Pre-camera, pre-radar era: no AEB, no adaptive cruise, no lane keep. Post-repair calibrations mainly concern steering angle sensor zero-point and yaw rate sensor relearn after alignment or suspension work.
Year-to-year changes affecting equipment (2005 specifics):
- V8 gains VVT-i (270 hp).
- Side curtains received a rollover sensor integration.
- Minor trim updates (grilles, finishes, audio options).
Reliability, Common Issues and Service Actions
The 2UZ-FE is widely regarded as one of Toyota’s most durable engines. Failures are uncommon if maintenance is current, but age and mileage bring predictable wear. Below is a field-tested map of what to look for on a 20-year-old 4Runner 2WD V8.
Common / low-to-medium severity
- Accessory drive noises → Glazed serpentine belt or aged idler/tensioner bearings → Replace belt and any noisy pulleys (listen with a stethoscope at idle).
- Brake pulsation at speed → Front rotor thickness variation from heat cycling or seized slide pins → Service slide pins, replace rotors/pads; torque lugs evenly (83 lb-ft).
- Rear hatch struts weak → Gas strut aging → Replace in pairs; quick DIY.
Occasional / medium severity
- Front suspension clunks over sharp bumps → Worn lower ball joints/tie-rod ends or aging strut mounts; X-REAS hoses can creak at the body clamp → Inspect with wheels unloaded; replace joints with quality parts; if X-REAS is weeping, plan a full system refresh or convert to conventional shocks.
- Differential seepage at cover or pinion → Aged sealant/seals → Clean and monitor; reseal with correct sealant and torque pattern; set pinion preload only with proper tools.
- Evap system leaks (small/very small leak codes) → Cracked vacuum hoses or loose gas cap → Smoke test; replace cap/hose as needed.
Occasional / high-visibility but fixable
- Timing belt overdue (noise rare; risk is age/miles) → Belt beyond interval; idler/tensioner bearings tired; water pump seep → Do a full timing kit (belt, tensioner, idlers) with water pump and thermostat.
- Cooling system aging → Original radiator end tanks, soft hoses, weak cap → Replace proactively at ~15–20 years; flush and refill with the correct Toyota coolant.
Rare / higher severity
- Frame and crossmember corrosion (climate-dependent) → Road salt + trapped debris at rear lower control arm mounts and body mounts → Probe thoroughly; scale removal, rust converter, and coating for moderate cases; severe perforation requires welding or walking away from the purchase.
- A750E shift flare/hunt (uncommon on V8) → Old fluid or adaptation issues after repairs → Drain/fill with WS fluid, perform proper AT relearn; inspect TPS/MAP/MAF for drivability inputs.
Electronics and software
- Yaw rate/steering angle zero-point must be recalibrated after alignments or suspension work; otherwise, VSC lights or odd interventions can appear.
- Airbag recalls (Takata family) may affect some vehicles—VIN check is mandatory before purchase.
Recalls / TSBs (headlines to verify by VIN)
- Airbag inflator campaigns (Takata) on many Toyota trucks/SUVs of the era.
- Accessory/hitch or load-label updates and ECU calibrations occurred on various Toyota trucks; less common on 4Runner but check the official database.
- ABS actuator and brake light logic TSBs exist on some N210s; inspect for warning lights and stored DTCs.
Pre-purchase requests
- Full service history with proof of timing belt + water pump replacement.
- Evidence of coolant, transmission, and differential services in the last 5–7 years.
- VIN report showing recall completion and airbag status.
- Lift-inspection photos of frame rails, rear lower control arm mounts, body mounts, and tank straps.
- Cold start video (listening for belt/pulley noises), straight-line brake test from 60 mph, and a highway steady-state check for vibrations.
Maintenance and Buyer’s Guide
Practical maintenance schedule (distance/time; earlier for severe use)
- Engine oil & filter: every 5,000 miles / 6 months (use 5W-30 and quality filter).
- Engine air filter: inspect at 10,000; replace ~30,000 miles / 3 years (more often in dust).
- Cabin filter: 15,000–20,000 miles / annually depending on environment.
- Coolant: Toyota Long-Life/Super Long Life; initial service typically at 100,000 miles / 10 years, then 50,000 miles / 5 years. On older trucks, test annually and service sooner if components are replaced.
- Spark plugs (iridium): 90,000–120,000 miles; inspect/replace if misfire or gap growth.
- Timing belt (2UZ-FE V8): ~90,000 miles or 9 years, replace with water pump, tensioner, and idlers; new coolant and accessory belt recommended.
- Drive/serpentine belt: inspect each oil change; typically 60,000–90,000 miles replacement.
- Automatic transmission (A750E): drain/fill WS fluid every 50,000–60,000 miles if towing or mixed city/highway; pan service and filter screen at 120,000 miles or when open for repairs.
- Rear differential (2WD): 75W-90 every 30,000–60,000 miles depending on towing.
- Brake fluid: flush every 2–3 years; inspect hoses/calipers each tire rotation.
- Brake pads/rotors: inspect every 10,000 miles; torque lugs to 83 lb-ft to avoid rotor distortion.
- Suspension/steering: check ball joints, tie-rods, bushings, and shocks every 30,000 miles; X-REAS components for seep/leaks.
- Alignment & tyres: rotate 5,000–7,500 miles; align annually or after tyre/suspension work.
- 12-V battery: test each winter; typical life 4–6 years.
- A/C & cooling hardware: inspect annually; replace radiator, hoses, and cap proactively if original after ~15–20 years.
Fluid picks (typical, verify cap/manual):
- Engine oil: 5W-30; capacity ~6.6 qt (6.2 L) with filter.
- ATF: Toyota WS (A750E).
- Coolant: Toyota pink Super Long Life (premix) or red concentrate with distilled water (follow system fill procedure).
- Diff oil: GL-5 75W-90.
- Power steering: Dexron-type ATF; don’t mix with WS.
Buyer’s inspection checklist
- Underbody: Frame rails, rear lower control arm pockets, radiator support, body mounts, fuel tank straps—probe for scale.
- Engine bay: Coolant crust at water pump weep hole, accessory noises, oil around cam covers.
- Driveline: Rear diff seepage, driveshaft U-joints (free play, grease nipples on some shafts).
- Suspension: Ball joints and inner/outer tie-rods (lifted wheel shake test), shock seepage (especially X-REAS lines/fittings).
- Brakes: Even pad wear, rotor runout, firm pedal with no ABS light.
- Electrical: Airbag and ABS lights key-on/self-test, window regulators, rear hatch latch, 12-V battery date.
- Towing prep: Hitch integrity, 7-pin connector condition, evidence of transmission cooler lines intact and dry.
What to seek or avoid
- Seek: Documented timing belt/water pump service, fresh cooling system, unmodified suspension, and clean frame. Limited with rear air that still self-levels or a Sport with healthy X-REAS.
- Avoid/price accordingly: Severe rust, mixed aftermarket suspension parts with no alignment records, deferred fluids, or persistent evap codes.
Durability outlook:
Properly maintained, 2UZ-FE 4Runners routinely clear 200,000–300,000 miles with original long-block and transmission. The limiting factors are often corrosion and owner neglect, not core powertrain design.
Driving and Performance
Ride, handling, NVH: The 4Runner’s truck roots show in its calm, slightly deliberate responses. The ride is supple over broken pavement, with a gentle heave on long undulations. X-REAS-equipped Sport Editions corner flatter and feel more buttoned-down without a punishing ride. Steering effort is light; on-center tracking is steady, and crosswind stability is good for a boxy SUV. Cabin noise is mostly tyre and wind at 70–75 mph; engine noise remains muted unless you dig deep into the throttle.
Powertrain character: The V8’s charm is low-rpm torque and smoothness. In daily use it steps off briskly and rarely needs to rev past 3,000 rpm for normal merges. The 5-speed shifts unobtrusively; kickdown is decisive with only occasional hunting on rolling grades. There’s no turbo lag to manage—just linear response and a relaxed, almost lazy feel that suits the chassis. With a small trailer, the combination remains composed; downshifts happen sooner on long climbs, so tow/haul habits (manual 4th on grades, coolant and ATF health) pay dividends.
Real-world efficiency: Expect 15–17 mpg combined for mixed suburban use. Highway at 70–75 mph typically yields 16–18 mpg; gentle 60-mph cruising can crack 19–20 mpg. Winter tyres, roof baskets, lifts, and all-terrain treads each shave 1–2 mpg. Short trips in cold climates may dip to the low teens.
Key metrics that matter
- 0–60 mph: roughly 8 seconds, stock tyres and healthy tune.
- 50–80 mph passing: confident with a single downshift; plan ahead on steep grades with heavy loads.
- 100–0 km/h braking: Pedal feel is stable; fresh pads/rotors and correct wheel-nut torque keep vibration at bay.
- Turning circle: about 37 ft, easy to park relative to full-size SUVs.
Towing and loads:
- Rated towing up to ~7,000 lb when properly equipped. Best practices: distribute tongue weight ~10–12%, use a weight-distributing hitch for heavy trailers, and confirm the GCWR and payload on the door jamb. Expect +20–40% fuel consumption while towing at highway speeds. Rear air self-leveling (if fitted) helps maintain rake and headlight aim; otherwise, consider progressive bump stops or airbags for frequent heavy towing. Keep tyres at proper pressures and service brakes more often when towing in hills.
How 4Runner 2WD V8 Compares to Rivals
Nissan Pathfinder (R51 V6): Quicker on paper with the 4.0-liter V6 and available 7-passenger seating, but its independent rear suspension and complex driveline pieces can be pricier to sort at age. The 4Runner’s V8 offers superior low-rpm pull and a simpler 2WD layout; long-term durability edge goes to Toyota’s 2UZ-FE.
Ford Explorer (U152 V6/V8): The Explorer’s ride isolation and interior features were competitive in period. However, suspension bushings and transmission concerns are more common at high miles. The 4Runner V8 wins for longevity and resale, with similar tow ratings.
Jeep Grand Cherokee (WK V8): Strong available V8s and 4×4 systems; road feel is sportier. At 20 years old, electrical gremlins and suspension wear tend to be more frequent. The 4Runner gives up some steering feel but counters with fewer high-mileage surprises and often cleaner frames in the same climates.
Chevrolet TrailBlazer (Vortec 4200 I6 / 5.3 V8): Plentiful and cheap to buy; power is solid. Age-related HVAC and electrical faults are common, and ride quality degrades as bushings age. The Toyota’s interior holds up better and parts availability remains excellent.
Takeaway: If your priority is long-term reliability, towing stability, and straightforward service, the 2005 4Runner 2WD V8 is one of the safest bets in the segment. If you want sharper handling or newer tech for the same money, some rivals offer that—but typically with higher long-term maintenance risk.
References
- Gas Mileage of 2005 Toyota 4Runner 2005 (Fuel Economy)
- 2005 Toyota 4Runner 2005 (Safety Rating)
- Vehicle Detail Search – 2005 TOYOTA 4RUNNER | NHTSA 2005 (Recall Database)
- Look up Safety Recalls & Service Campaigns by VIN 2025 (Recall Lookup)
Disclaimer
This guide is for informational purposes only and is not a substitute for professional diagnosis, inspection, or repair. Specifications, torque values, service intervals, and procedures can vary by VIN, options, market, and production date. Always verify details against your vehicle’s official Toyota service literature and follow all safety procedures. If you found this helpful, please consider sharing it on your social channels to support xcar’s work.