The 2003–2004 Toyota 4Runner 2WD (chassis code UZN210) is a midsize, body-on-frame SUV that launched the fourth 4Runner generation for North America. Positioned between the Highlander and Land Cruiser, it pairs a sturdy ladder frame with an optional 4.7-liter 2UZ-FE V8 rated at 235 hp, a five-speed automatic, and rear-wheel drive. This article focuses on that specific 2WD V8 configuration sold in the U.S. and Canada—its specs, dimensions, capability, safety performance, real-world reliability, and the maintenance/buyer insights that matter most two decades on. Owners value this model for its stout powertrain, towing composure (when properly equipped), and durable interior, while shoppers want to understand corrosion risks, suspension wear, and age-related service needs. If you’re weighing a daily-drivable SUV that can haul, road-trip, and shrug off rough use, the UZN210 stands out as one of the more robust, straightforward choices of its era.
At a Glance
- Proven 2UZ-FE V8 with timing chain, smooth torque delivery, and long service life when maintained.
- Ladder frame, generous ground clearance, and simple RWD layout keep running costs predictable.
- Caveat: age-related corrosion (frame, rear bumper crossmember) and suspension bushings often need attention.
- Typical engine oil interval: 5,000 mi / 6 months; coolant 100,000 mi (first) then 50,000 mi thereafter (verify fluid type).
Explore the sections
- Detailed overview
- Specifications and technical data
- Trims, options, safety
- Reliability and common issues
- Maintenance and buyer’s guide
- Driving and performance
- How it compares to rivals
4Runner UZN210 detailed overview
Toyota redesigned the 4Runner for 2003 on a stiffer, hydroformed ladder frame with rack-and-pinion steering and independent double-wishbone front suspension. The UZN210 code denotes the 2WD V8 model: a 4.7-liter 2UZ-FE (aluminum heads, cast-iron block, DOHC 32-valve) making 235 hp and 320 lb-ft, paired with a five-speed automatic (A750E) and a rear differential. Compared with the same-era 4WD V8 (UZN215), this 2WD version is lighter, more efficient, and simpler to service. Owners commonly cite its quiet drivetrain, low-rpm torque, and relaxed highway manners as stand-out traits.
Inside, the fourth-gen 4Runner moved upmarket in materials and ergonomics. The cabin is upright with excellent outward visibility, and the cargo hold is square-sided and low to load. Two clever options matter to shoppers: the power sliding rear window (handy for long cargo or ventilation) and the “double-decker” cargo floor (creates a shelf but slightly compromises tall-item capacity). The optional X-REAS cross-linked dampers (Sport Edition and some Limiteds) improve roll control and transient response without harshness; on high-mileage examples, aged X-REAS components can leak and are often replaced with conventional shocks.
In use, the UZN210 is an easy, durable daily SUV. It’s not optimized for rock crawling like a 4WD model, but its 9-in ground clearance, stout frame, and long-travel suspension handle poor roads and light trails. Properly equipped with the factory receiver, the V8 2WD can tow a midsize camper or boat within its ratings; stability improves markedly with a correctly set weight-distributing hitch and integrated brake controller. As a long-term proposition, the V8’s timing chain design, sensible service access, and widespread parts support keep costs predictable. Age is the bigger factor: rubber, seals, and hardware deserve a careful inspection, and rust prevention pays dividends.
Specifications and technical data
Engine and performance (2UZ-FE V8, UZN210)
| Item | Value |
|---|---|
| Engine code / architecture | 2UZ-FE; 4.7-L V8, DOHC 32-valve, aluminum heads / cast-iron block |
| Displacement | 4.7 L (4,663 cc) |
| Compression ratio | 9.6:1 |
| Induction / fueling | Naturally aspirated; sequential multi-point fuel injection |
| Rated output | 235 hp (175 kW) @ 4,800 rpm |
| Rated torque | 434 Nm (320 lb-ft) @ 3,400 rpm |
| Timing drive | Chain (no scheduled replacement; inspect for noise/correlation faults) |
| Emissions/efficiency standard (period) | LEV-class certification (market-dependent) |
| Fuel tank | 87 L (23.0 gal) |
| Recommended fuel | Regular unleaded (AKI 87 / RON 91) |
Transmission and driveline
| Item | Value |
|---|---|
| Transmission | A750E 5-speed automatic with lock-up torque converter |
| Final drive | ~3.91 (varies slightly by axle and equipment) |
| Driven wheels | 2WD (rear-wheel drive) |
| Differential | Open rear (aftermarket LSD lockers common) |
| Refuel / recharge times | Conventional gasoline: ~3–5 min to full; no charging applicable |
Chassis, brakes, and dimensions
| Item | Value |
|---|---|
| Front suspension | Independent double-wishbone; coil springs; gas shocks; stabilizer bar |
| Rear suspension | 4-link solid axle; coil springs; gas shocks; stabilizer bar (some Limited trims offered rear air-assist height control) |
| Steering | Rack-and-pinion; power-assisted |
| Brakes | 4-wheel discs; ABS with EBD and Brake Assist |
| Wheels/tyres (typical) | 16–17 in alloys; P265/70R16 or P265/65R17 all-season |
| Length × width × height | ~4,800 mm × 1,875 mm × 1,740–1,810 mm (189.0 in × 73.8 in × 68.9–71.3 in) |
| Wheelbase | 2,790 mm (109.8–109.9 in) |
| Ground clearance | 231 mm (9.1 in) |
| Turning circle (curb-to-curb) | ~11.2 m (36.7 ft) |
| Curb weight / GVWR | ~2,000–2,040 kg (4,410–4,500 lb) / ~2,500–2,505 kg (5,510–5,525 lb) |
| Cargo volume | 1,19 m³ seats up / 2,13 m³ seats down (42.2 / 75.1 cu-ft) |
Fluids and capacities (typical values; verify by VIN/label)
| System | Specification | Capacity / Notes |
|---|---|---|
| Engine oil | API SL; 5W-30 (all temps) or 10W-30 (above −18 °C) | ~6.2 L (6.6 qt) with filter; drain plug ~39 Nm (29 lb-ft) |
| Coolant | Toyota Super Long Life (pink, pre-mixed) or Long Life (red, concentrate) | SLLC: first 160,000 km (100,000 mi) then 80,000 km (50,000 mi); LLC: ~2–3 years; capacity ~11–12 L |
| ATF (A750E) | Toyota ATF WS | Drain-and-fill ~3–4 L; full service higher; no dipstick—use level check at temp |
| Rear differential | API GL-5 75W-90 / 80W-90 (per climate) | ~3.0 L |
| Power steering | ATF (Dexron II/III or equivalent, period-correct) | As needed (inspect level/condition) |
| Brake fluid | DOT 3 (period) / DOT 4 acceptable | Flush every 2–3 years |
| Wheel lug nuts | Taper-seat | 110–113 Nm (81–83 lb-ft), tighten in star pattern |
Performance and economy (period-representative)
| Metric | Value (V8 2WD) |
|---|---|
| 0–60 mph (0–100 km/h) | ~7.8–8.2 s (road test variability) |
| Top speed (governed) | ~180 km/h (112 mph) |
| EPA-style economy (2004, V8 2WD) | 15 city / 18 highway / 16 combined mpg (US) ≈ 15.7 L/100 km combined |
| Real-world highway at 75 mph (120 km/h) | ~16–18 mpg US (13–15 L/100 km) depending on load/tires |
| Towing (properly equipped) | Up to 3,300 kg (7,300 lb) with weight-distributing hitch; 2,268 kg (5,000 lb) weight-carrying |
| Payload (typical) | ~500 kg (1,100 lb) |
| Roof load | ~75–100 kg (165–220 lb) with factory rails/crossbars |
Notes: Toyota rated many fourth-gen V8 4Runners at 5,000 lb on a weight-carrying (non-WDH) hitch and higher (up to ~7,300 lb) when using a properly set weight-distributing system and the factory receiver. Confirm your specific VIN label, receiver rating, and trailer brake configuration before towing.
Trims, options, safety, and driver assistance
Trims and options (2003–2004)
The V8 2WD UZN210 was available mainly in SR5, Sport Edition, and Limited:
- SR5: Cloth seating; 16-in wheels; manual climate; power features; power rear glass; optional moonroof and convenience packages.
- Sport Edition: Adds the X-REAS cross-linked shock system, 17-in wheels/tires, larger front brake rotors, hood scoop, sport trim, and steering-wheel audio controls.
- Limited: Leather, dual-zone auto climate, JBL premium audio, 17-in alloys, available rear height-control air-assist (self-leveling) on some V8s, and additional chrome/trim touches.
Packages and mechanical tells
- Tow receiver & 7-pin wiring: Factory receiver integrates neatly with the rear crossmember; look for 7-pin connector and under-dash brake-controller pigtail.
- X-REAS: Small hard lines linking front-left to rear-right and front-right to rear-left shocks; check for damp, oily lines and weeping at shock bodies—leaks require replacement (many owners convert to conventional shocks).
- Rear air-assist (Limited): Look for air springs at the rear axle; inspect for cracks or leaks, and listen for the height-control compressor.
Year-to-year highlights
- 2003 launch: New platform, V6 and V8 options; early accessory/trim combinations vary.
- 2004: Feature and package reshuffles; five-speed automatic with the V8 carried on; cosmetic and audio updates depending on trim.
Safety ratings and structure
- Crash performance: In IIHS testing for the 2003 4Runner (applies through 2009 for moderate-overlap), the moderate-overlap frontal rating was Good, while the original head restraints & seats evaluation scored Poor for whiplash protection in that older protocol. Side and small-overlap tests were not yet applied to this generation at launch.
- Structure: Hydroformed front rails with robust occupant compartment integrity for its era.
- Airbags: Dual front airbags standard; many vehicles include seat-mounted side airbags and first-/second-row curtains (check build sheet).
- Child seats: LATCH anchors in second row outboard positions; confirm tether routing and anchor torque if hardware has been replaced.
- Stability and braking: ABS with EBD and Brake Assist standard; VSC (stability control) commonly included; A-TRAC brake-based traction control logic assists in low-μ launches even on 2WD.
- Recalls/campaigns: Always run a VIN check for outstanding campaigns. Some fourth-gen vehicles intersect the Takata airbag population; follow any Do Not Drive advisories and complete the free repair immediately.
ADAS
These model years predate modern ADAS like automatic emergency braking or lane keeping. After windshield or wheel alignment work, there’s no camera/radar calibration regime—one reason owners find these vehicles simpler to service.
Reliability, common issues, and service actions
The 2UZ-FE V8 and A750E automatic have excellent reputations when serviced on time. Most ownership pitfalls stem from age, corrosion, and rubber/plastic fatigue. Prioritize the following during inspection:
Engine (2UZ-FE V8)
- Cooling hardware (common, low–medium severity) → Symptoms: coolant smell, pink residue at radiator end tanks or heater “T” fittings; uneven cabin heat. Cause: age-related plastic/hoses; radiators can seep near crimp seams. Remedy: replace radiator, upper/lower hoses, heater unions/hoses; use Toyota SLLC (pink) or compatible.
- Accessory drive (common) → Symptoms: chirp/squeal on cold starts; cracking belt. Cause: worn serpentine belt/tensioner. Remedy: belt + tensioner/idler refresh; inspect every oil change.
- Oil seepage (occasional) → Symptoms: damp valve covers, timing cover weep, rear main seep. Remedy: reseal as needed; verify PCV function and use fresh gaskets/seals.
- Throttle body & MAF fouling (common, low) → Symptoms: rough idle, sluggish response. Remedy: clean MAF and throttle body; ensure no vacuum leaks.
Fuel/ignition
- Coil-on-plug misfires (occasional) → Symptoms: flashing MIL under load; P030x codes. Cause: ageing coils or plug wear. Remedy: replace affected coil(s); use correct heat-range long-life plugs; refresh in sets if high mileage.
- Evap system faults (occasional) → Symptoms: EVAP codes, refueling difficulty. Remedy: smoke-test for leaks; check charcoal canister, purge VSV.
Transmission/driveline (A750E; rear differential)
- ATF age and shift feel (common, low) → Symptoms: lazy shifts, flare on cold mornings. Cause: old fluid. Remedy: drain-and-fill with Toyota WS; repeat at 60,000–90,000 mi intervals if towing or in hot climates.
- Driveshaft clunk/“thunk” (occasional) → Symptoms: slight bump on stop-and-go. Cause: dry slip yoke. Remedy: clean and relube with proper Moly grease; inspect U-joints for play.
- Rear axle seal seep (occasional) → Symptoms: oil at backing plates/brakes. Remedy: replace seals and inspect bearing; ensure breather isn’t clogged.
Suspension/steering
- Lower control arm bushings & ball joints (common, medium) → Symptoms: clunks over sharp impacts, vague steering. Remedy: replace bushings/arms; torque at ride height; consider OE-quality arms.
- X-REAS leaks (common on Sport/Limited, medium) → Symptoms: oily lines/shocks; floaty feel. Remedy: replace shocks (many convert to conventional dampers for cost and simplicity).
- Rear air-assist leaks (if equipped, occasional) → Symptoms: rear sags, compressor cycles. Remedy: replace air springs, check lines/height sensors; conversion to coil springs is a common fix if repeated failures.
Brakes
- Front rotor pulsation (common, low) → Cause: uneven pad deposits/warping from heat or torqueing wheels with an impact gun. Remedy: quality rotors/pads; proper lug-nut torque (81–83 lb-ft) in star pattern.
Body and corrosion
- Frame and rear bumper crossmember (common in rust belts, medium–high) → Symptoms: scale and perforation on frame rails, especially near rear lower control arm mounts and spare-tire well; rust at rear crossmember/hitch area. Remedy: thorough inspection; rust treatment; welding/repair sections; consider provenance (dry-state trucks preferred).
- Tailgate harness and power rear window (occasional) → Symptoms: intermittent window or lock; broken wires at tailgate loom. Remedy: repair harness.
Electrical
- Instrument panel bulbs/switch backlights age out. Replace with OE or quality LED equivalents if desired.
- HVAC blend/servo noises occasionally appear; re-indexing or replacement resolves.
Recalls/TSBs and critical notices
- Run the official VIN check for each vehicle. Complete all campaigns. Certain Toyota models across these years are affected by Takata airbag recalls—follow any “Do Not Drive” instructions and seek immediate, free repairs through a dealer.
- Service bulletins covered driveability refinements and minor component updates; ask for dealer printouts with the VIN history.
Pre-purchase documents to request
- Full service records (engine oil cadence, coolant type history, ATF services).
- Proof of differential/transfer (if 4WD on other trims) and brake-fluid services.
- Alignment printouts after suspension work.
- Completed recalls/TSBs.
- For any model with rear air-assist or X-REAS: repair invoices and leak checks.
Maintenance and buyer’s guide
A clean UZN210 with straight frame rails and service history is a durable long-term SUV. Use the following pragmatic schedule and checks:
Core maintenance (typical, adjust for severe service and fluids in the vehicle)
- Engine oil + filter: Every 5,000 mi / 6 months (conventional interval) or 7,500 mi / 12 months (quality synthetic, light duty). Use 5W-30 meeting API SL/SN-equivalent. Capacity ~6.6 qt (6.2 L) with filter.
- Engine air filter: Inspect each oil change; replace every 30,000–45,000 mi (dusty use sooner).
- Cabin filter: Every 15,000–20,000 mi or annually; more often in dusty/pollen seasons.
- Spark plugs: 60,000–100,000 mi depending on plug type and conditions (use the correct long-life plug spec).
- Coolant: If Toyota SLLC (pink), replace at 100,000 mi first time, then every 50,000 mi; if LLC (red) is present, use 50/50 mix and change every 2–3 years. Confirm by reservoir color/label and owner’s manual.
- Serpentine belt: Inspect at each oil change; typically 60,000–90,000 mi replacement. Check tensioner/idlers together.
- ATF (A750E): Toyota lists “inspect”; real-world best practice is drain-and-fill every 60,000–90,000 mi or after heavy towing/heat exposure, with ATF WS.
- Rear differential oil: 75W-90 or 80W-90 GL-5; replace every 30,000–60,000 mi (tow/heat → shorter).
- Brake fluid: Flush every 2–3 years regardless of mileage.
- Brake pads/rotors: Inspect at each tire rotation; replace as needed; torque lugs to 81–83 lb-ft (110–113 Nm).
- Power steering fluid: Inspect; refresh if dark or aerated.
- Tire rotation: 5,000–7,500 mi; check alignment annually or after any hit/pothole event.
- Battery (12 V): Load-test annually after year 4; typical life 4–6 years depending on climate.
Timing components
The 2UZ-FE uses a timing chain, not a belt; there’s no fixed replacement interval. Inspect for chain noise, guide/tensioner wear, and timing-correlation codes on high-mileage engines. Address promptly if symptoms appear.
Essential torque values (for common work)
- Engine oil drain plug ~39 Nm (29 lb-ft).
- Wheel lug nuts 110–113 Nm (81–83 lb-ft).
- Front caliper bracket bolts ~118–128 Nm (87–94 lb-ft) (verify by service literature for your VIN).
- Rear shock lower bolts ~90–100 Nm (66–74 lb-ft) (VIN-specific).
Always confirm torque specs by VIN in official service documentation; the above are typical values for this generation.
Buyer’s checklist (what to inspect)
- Frame & underbody: Tap and probe inner side of frame rails, rear lower control arm mounts, and the rear crossmember/hitch area. Heavy scale or perforation is an expensive fix.
- Suspension: Check for torn LCA bushings, ball-joint play, leaking shocks (especially X-REAS), and uneven tire wear.
- Driveline: Feel for driveshaft slip-yoke clunk; inspect U-joints and axle seals for seepage.
- Cooling: Look for pink crust at radiator tanks, hose ends, and heater “T”s; confirm radiator cap holds pressure.
- Brakes: Pulsation or steering shimmy under light braking indicates rotor issues or seized slide pins.
- Electrical: Test the power rear window and tailgate lock repeatedly; inspect the tailgate harness for brittle insulation.
- Interior: Confirm seat fore-aft tracks, lumbar adjustment, and HVAC mode door operation; listen for blend-door actuator clicking.
- Towing setup: The factory receiver should be straight and rust-free; the 7-pin connector should be clean and functional. Ask for proof of a weight-distributing hitch if towing over 5,000 lb is claimed.
Which years/trims to target
- Best all-rounder: A well-maintained 2004 V8 2WD SR5 or Limited with documented fluids, fresh suspension, and minimal rust.
- Avoid: Trucks with significant frame corrosion, neglected fluids, or failing X-REAS/air-assist that hasn’t been addressed—repair costs snowball.
- Long-term outlook: Excellent. With routine service and corrosion control, 2UZ-FE / A750E examples commonly cross 250–300k miles while retaining good manners.
Driving and performance
Ride and handling
Compared with the prior generation, the fourth-gen 4Runner feels more planted and refined. The independent front suspension yields positive turn-in, and the solid rear axle keeps the truck predictable over broken pavement. X-REAS-equipped Sport/Limited trims reduce body roll in quick transitions without punishing ride quality, though worn cross-pipes or leaking shocks can undo that advantage. The 2WD layout helps steering feel—lighter nose and fewer parasitic losses compared with 4WD.
Powertrain character
The 2UZ-FE V8 is all about smooth, early torque. From 1,500 rpm it pulls cleanly, making urban driving effortless. The A750E five-speed shifts gently and holds gears smartly on grades; kickdown is decisive. With a healthy throttle body and clean MAF, the UZN210 responds predictably to small pedal inputs—handy when backing trailers or creeping in traffic. There’s no turbo lag to manage; the trade-off is modest top-end urgency versus modern, boosted rivals.
Noise, vibration, and harshness
Cabin noise is low for a body-on-frame SUV of this age. Tire choice matters more than insulation: all-terrains will add hum; highway all-seasons keep the cabin quiet. Under heavy throttle you’ll hear a muted V8 growl; at 70–75 mph the engine turns relaxed revs, and wind rustle is restrained. Clunks over speed humps usually point to worn LCA bushings or sway-bar links rather than inherent design.
Efficiency and range
Expect ~16 mpg US combined (15.7 L/100 km) in mixed use for a stock V8 2WD on OE-size tires. Highway at 75 mph (120 km/h) typically returns ~16–18 mpg US (13–15 L/100 km), with payload, roof racks, and aggressive tires dragging numbers down. Cold-weather warm-ups and short trips can lower economy by 10–20%. With the 23-gal (87-L) tank, practical highway range sits around 350–400 miles (560–640 km) if you keep speeds moderate.
Towing and load behavior
The UZN210 tows confidently within ratings when the setup is correct: tongue weight at 10–12%, properly adjusted weight-distributing hitch above 5,000 lb, trailer brakes tuned, and fresh rear shocks. Stability is sensitive to tongue weight and tire pressure—too light on the tongue invites sway; too much loads the rear axle. Expect 15–30% fuel-economy penalty towing a 4,500–6,000 lb trailer at 60–70 mph and a further hit in headwinds or grades. Keep transmission temps in mind (clean cooler and fresh ATF help); downshift proactively on long climbs.
Key metrics (representative, stock tires)
- 0–60 mph: ~7.8–8.2 s
- 50–80 mph passing: ~6–7 s (kickdown to 3rd)
- 100–0 km/h braking: Solid and straight when rotors/pads are healthy; pedal feel fades if fluid is old
- Turning circle: ~36.7 ft (11.2 m), easy in city lots
How 4Runner UZN210 compares to rivals
Versus Nissan Pathfinder (R50/R51)
The Pathfinder of this era offers competitive cabin space and often lower purchase prices, but its V6 lacks the low-rpm punch of the 2UZ-FE, and towing confidence isn’t as strong. Rust can also be a concern on northern Pathfinders. If you don’t need V8 torque, the Nissan is lighter on its feet; for towing, the 4Runner is the safer bet.
Versus Ford Explorer (2002–2005)
Independent rear suspension improved Explorer ride quality, yet many owners report more drivetrain and electrical hiccups with age. The 4.6-L V8 Explorer can tow well, but the Toyota’s powertrain longevity, interior durability, and resale typically outperform. If budget is tight, a meticulously maintained Explorer can be good value; otherwise, the Toyota is the long-horizon choice.
Versus Jeep Grand Cherokee (WJ, 1999–2004)
The WJ’s solid-axle articulation and available V8 make it compelling off-road. However, electrical gremlins, transmission issues, and interior wear are more common as miles accumulate. For daily use and light-to-moderate trails, the 4Runner’s quieter cabin and lower lifetime hassle factor win many owners over. Hardcore off-roaders may still prefer a WJ with lockers; tow-oriented drivers prefer the 4Runner’s stability.
Versus Toyota Highlander (XU20)
A unibody, car-based SUV with a more efficient V6, the Highlander rides softer and uses less fuel—but it’s not built for heavy towing or rough-road abuse. If you never plan to tow more than a small utility trailer and stay on pavement, the Highlander is the quieter commuter. If you want frame strength and V8 torque, the 4Runner is the right tool.
Bottom line
For shoppers prioritizing durability, straightforward maintenance, and real towing confidence in a midsize package, the 2003–2004 4Runner V8 2WD remains a standout. Its key compromises are fuel economy and vigilance against corrosion—neither unusual for a body-on-frame SUV of this vintage.
References
- Gas Mileage of 2004 Toyota 4Runner 2004 (EPA Fuel Economy)
- 2003 Toyota 4Runner 2003 (Safety Rating)
- Vehicle Detail Search – 2003 TOYOTA 4RUNNER | NHTSA 2025 (Recall Database)
- Toyota Issues DO NOT DRIVE Advisory for Certain 2003-2005 Models with Recalled Takata Airbags – Toyota USA Newsroom 2024 (Recall Advisory)
- 2004 4Runner Features and Specifications 2004 (Manufacturer Specifications)
Disclaimer
This article is for informational purposes only and isn’t a substitute for professional diagnosis or repair. Specifications, torque values, and maintenance intervals can vary by VIN, market, production date, and equipment. Always verify against your vehicle’s official owner’s manual and service literature and follow all safety procedures. If you found this helpful, please consider sharing it on Facebook or X/Twitter to support xcar’s work.