The 2003–2004 Toyota 4Runner 4WD (UZN215) is a midsize, body-on-frame SUV that opened the fourth 4Runner generation in North America. In this configuration it pairs the 2UZ-FE 4.7-liter V8 (235 hp) with a 5-speed automatic and a full-time 4WD system using a lockable Torsen center differential and a two-speed transfer case. It sits above Highlander for towing and ruggedness, below Land Cruiser in size and luxury. This guide focuses on the exact model named in the title—V8, 4WD, 2003–2004—covering what owners and shoppers ask most: factory specs and capacities, the strengths of the powertrain and chassis, safety ratings of the period, the maintenance that keeps these trucks dependable at high mileage, and buyer checks that matter two decades on. Expect a calm, confident highway demeanor, excellent low-rpm torque, and robust towing when correctly equipped. Trade-offs include modest fuel economy, a timing belt service (not a chain), and age-related corrosion or bushings to watch in rust-belt climates. If you want classic SUV hardware that’s easy to live with, the UZN215 remains a smart pick.
Quick Specs and Notes
- Full-time 4WD with lockable Torsen center diff and low range; stable towing and winter confidence.
- 2UZ-FE 4.7 V8 (235 hp) with smooth torque; A750F 5-speed automatic is durable with fresh ATF.
- Caveat: timing belt service (~90,000 mi / 9 years) and frame corrosion checks on older, salted trucks.
- Routine oil interval: 5,000 mi / 6 months; coolant first at ~100,000 mi, then ~50,000 mi (verify coolant type).
What’s inside
- UZN215 4WD V8 overview
- 4Runner UZN215 specs and data
- Trims, options, and safety tech
- Reliability and service actions
- Maintenance and buyer’s guide
- Driving experience and economy
- Rivals and alternatives
UZN215 4WD V8 overview
The UZN215 code denotes V8 + 4WD on the fourth-gen 4Runner (N210 platform). Compared with the previous generation, the 2003 redesign brought a stiffer, hydroformed ladder frame; rack-and-pinion steering; and an independent double-wishbone front suspension while retaining a rugged solid rear axle on coils. The V8 option used here is Toyota’s 2UZ-FE: an aluminum-head, iron-block 4.7-liter, DOHC 32-valve engine with a timing belt. In 2003–2004 it’s rated at 235 hp (175 kW) and 320 lb-ft (434 Nm), tuned for early torque and quiet running. Power goes through the A750F 5-speed automatic to a full-time 4WD system with a Torsen (torque-sensing) center differential that can be locked for a fixed 50:50 split; the transfer case also provides low range for steep grades or technical terrain.
In real use, this combination emphasizes stability and effortlessness. The front suspension gives better on-road precision than old-school torsion bars, and the long-travel coil-sprung rear axle keeps composure over rough roads and when towing. Brake hardware is straightforward—vented front discs and solid rears—with ABS, electronic brake-force distribution, and brake assist. Stability control (VSC) and A-TRAC (brake-based traction logic) work hand-in-hand with the open differentials to shuffle torque in slippery conditions, and the center diff lock button is a handy tool for deep snow or sand.
Inside, the cabin is upright with good sightlines. Options that matter include X-REAS cross-linked dampers (Sport Edition) for flatter cornering and the power rear glass, a classic 4Runner convenience that aids long-item loading and cabin ventilation. A Limited with available rear air self-leveling pairs especially well with tow duty. The trade-offs are predictable for a body-on-frame truck: more roll than a unibody crossover, higher step-in height, and fuel economy that reflects its capability. What owners get in return is a stout, serviceable SUV that ages gracefully when fluids and corrosion control are kept up.
4Runner UZN215 specs and data
Engine and Performance (2UZ-FE V8, 2003–2004)
| Item | Value |
|---|---|
| Code / architecture | 2UZ-FE; 90° V8, DOHC 32-valve |
| Displacement | 4.7 L (4,663 cc) |
| Compression ratio | ~9.6:1 |
| Induction / fueling | Naturally aspirated; sequential multi-port injection |
| Rated power | 235 hp (175 kW) @ ~4,800 rpm |
| Rated torque | 434 Nm (320 lb-ft) @ ~3,400 rpm |
| Timing | Belt (replace on interval) |
| Fuel tank | 87 L (23.0 gal) |
| Recommended fuel | Regular unleaded (AKI 87 / RON ~91) |
| Aerodynamics | Cd ~0.36–0.37 (typical for body style) |
Transmission and Driveline
| Item | Value |
|---|---|
| Transmission | A750F 5-speed automatic (ECT-i) |
| Transfer case | Full-time 4WD with Torsen center diff; lockable; low range |
| Driven axles | Front and rear (open diffs; A-TRAC brake control assists) |
| Final drive | ~3.91 (varies slightly by axle build) |
| Refuel to full | Conventional gasoline; ~3–5 minutes |
Chassis and Dimensions
| Item | Value |
|---|---|
| Front suspension | Independent double-wishbone; coilover shocks; stabilizer bar |
| Rear suspension | Solid axle, 4-link; coils; stabilizer bar; optional rear air self-leveling (Limited) |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | 4-wheel discs; ABS, EBD, Brake Assist |
| Wheels/tyres | 16–17 in alloys (Sport/Limiteds often 17s); P265/70R16 or P265/65R17 |
| L × W × H | ~4,800 × 1,880 × 1,740–1,810 mm (189.0 × 74.0 × 68.5–71.3 in) |
| Wheelbase | 2,790 mm (109.8 in) |
| Ground clearance | 231 mm (9.1 in) |
| Approach / departure | ~30° / ~26° (tyre dependent) |
| Turning circle | ~11.2 m (36.7 ft) |
| Curb weight / GVWR | ~2,050–2,150 kg (4,520–4,740 lb) / ~2,585–2,700 kg (5,700–5,950 lb) |
| Cargo volume | ~42 cu-ft seats up / ~75 cu-ft seats down (~1,190 / 2,120 L) |
Fluids and Capacities (verify by VIN/label)
| System | Specification | Approx. capacity / notes |
|---|---|---|
| Engine oil | 5W-30 (API SL/SN or later) | ~6.2 L (6.6 qt) w/ filter; drain plug ~39 Nm (29 lb-ft) |
| Coolant | Toyota Long Life (red) or Super Long Life (pink) | Initial ~100,000 mi, then ~50,000 mi; fill ~11–12 L |
| Transmission | Toyota ATF WS (A750F) | Service drain-fill ~3–4 L; use temp-check level procedure |
| Transfer case | SAE 75W-90 GL-4/5 (per manual) | ~1.5–1.7 L |
| Front differential | GL-5 75W-90 | ~1.4–1.6 L |
| Rear differential | GL-5 75W-90 | ~3.0 L |
| Brake fluid | DOT 3 (DOT 4 acceptable) | Flush 2–3 years |
| Power steering | Dexron-type ATF | As needed |
| Wheel lug nuts | — | 110–113 Nm (81–83 lb-ft) (star pattern) |
Performance and Economy (representative period figures)
| Metric | Value (stock tyres) |
|---|---|
| 0–60 mph (0–100 km/h) | ~8.1–8.6 s |
| Top speed (governed) | ~112 mph (180 km/h) |
| EPA-style economy (V8 4WD) | ~14–15 city / 17–18 hwy / ~15–16 combined mpg (US) ≈ 15–16 L/100 km combined |
| Real-world highway @ 75 mph | ~15–17 mpg US (14–16 L/100 km) depending on load/tyres |
| Towing (properly equipped) | Up to ~7,000 lb (3,175 kg) with WDH; 5,000 lb weight-carrying |
| Payload (typical door-label) | ~1,200–1,500 lb (545–680 kg) |
| Roof load | ~120–150 lb (54–68 kg) with factory rack/crossbars |
Practical note: Toyota rated many V8 4WD trucks for 5,000 lb on a standard (non-weight-distributing) hitch and higher with a weight-distributing hitch (WDH) and integrated trailer brakes. Always confirm the sticker on your door jamb and hitch receiver.
Trims, options, and safety tech
Trim lineup (2003–2004, 4WD V8 availability):
- SR5: Cloth seating, 16-inch alloys, manual climate, power rear glass, cruise control. Options typically include convenience and appearance packages, roof rack, and moonroof.
- Sport Edition: Adds X-REAS cross-linked shocks, 17-inch wheels, larger front rotors, unique interior/exterior trim, and often audio and steering-wheel controls; hood scoop is a visual tell (non-functional).
- Limited: Leather, dual-zone automatic climate, JBL premium audio, 17-inch alloys, more sound insulation, and available rear air self-leveling that helps maintain rake with cargo or trailers.
Mechanical/functional differences to know
- X-REAS (Sport): Diagonally linked dampers reduce roll and pitch; when components age or leak, many owners convert to quality conventional shocks for cost and simplicity.
- Rear air self-leveling (Limited): Airbags at the rear axle maintain ride height under load; inspect for bag cracks, dry rot, or compressor cycling.
- 4WD system: Full-time on V8, with a lockable center differential and low range via a console switch/lever. This differs from some V6 models that could run part-time.
Quick identifiers (shopping shorthand)
- UZN215 appears in build documentation for V8 4WD.
- Center-diff lock switch on the dash is a dead giveaway for the full-time system.
- Sport Edition has the hood scoop and usually 17-inch wheels; Limited often has color-keyed cladding.
Safety ratings (period)
- IIHS moderate-overlap frontal: Good for this generation’s early years; head restraints/seats rated Poor in the older rear-impact protocol.
- NHTSA star ratings vary by equipment; check the federal vehicle page for your exact year/trim.
- Airbags: Dual front standard; seat-mounted side airbags and side curtains were optional in these first years—verify by VIN or pillar tags.
- LATCH: Outboard second-row positions; check seat-base clearance for bulky child seats.
ADAS and calibrations
These years precede modern radar/camera ADAS. Post-service calibrations are limited to steering angle sensor zero-point and yaw-rate sensor relearn after alignments or suspension work. If a windscreen is replaced, there’s no forward camera to aim—one reason upkeep is simpler than on newer SUVs.
Reliability and service actions
The 2UZ-FE/A750F driveline is renowned for longevity when maintained. Age, climate, and wear items dictate most of the ownership story. Use this prevalence/severity map to prioritize.
Common (low–medium severity)
- Timing belt due/overdue → Symptom: age/mileage beyond interval; maybe accessory chirps. Remedy: full timing kit (belt, tensioner, idlers) with water pump and thermostat; fresh coolant and drive belt.
- Brake pulsation → Symptom: steering shimmy under light brake from 50–70 mph. Cause: rotor thickness variation or sticky slide pins. Remedy: quality rotors/pads, clean/grease pins, torque wheel nuts to 81–83 lb-ft.
- Accessory belt/tensioner noise → Symptom: morning chirp or squeal. Remedy: replace belt and any rough idler/tensioner bearings.
Occasional (medium severity)
- Front lower ball joints / LCA bushings → Symptoms: clunks on sharp impacts; vague on-center. Remedy: replace components; torque at ride height; align afterwards.
- X-REAS leaks (Sport/ some Limited) → Symptoms: oily shock bodies/lines, floaty feel. Remedy: replace X-REAS assemblies or convert to conventional dampers all around.
- Rear air suspension leaks (Limited option) → Symptoms: rear sag overnight, compressor cycles. Remedy: replace air springs/lines; inspect height sensors; conversion to coils is common if repeat failures occur.
Occasional (can escalate)
- Cooling system aging → Symptoms: pink residue at radiator end tanks/heater tees; fluctuating temps under load. Remedy: radiator, hoses, tees, cap; refill with correct Toyota coolant and burp properly.
- EVAP small leak → Symptoms: P044x codes, slow fill at pump. Remedy: smoke test; gas cap/lines/canister as needed.
Rare but high-severity
- Frame/crossmember corrosion → Symptoms: heavy scale or perforation at rear lower control-arm mounts, body mounts, hitch crossmember. Remedy: thorough inspection, rust remediation, or walk away on severe perforation.
Transmission/driveline (A750F)
- Generally robust. If shift quality is lazy or there’s a mild flare on cold mornings, a WS ATF drain-fill (repeat over several services to exchange more fluid) plus an adaptation relearn often restores feel. Greaseable driveshaft slip yokes/U-joints (where fitted) eliminate the classic stop-start “thunk.”
Recalls, TSBs, extended coverage (verify by VIN)
- Airbag inflator (Takata-family) campaigns affect many Toyota trucks/SUVs; completion is essential.
- TSBs exist for brake actuator logic, occasional drivability refinements, and hitch/label updates; ask a dealer to print the VIN’s campaign/TSB history.
- Always run the official VIN recall lookup and keep a dealer record of completions.
Pre-purchase proof to request
- Invoices for timing belt + water pump, coolant, and WS ATF services.
- Alignment printouts after any suspension work.
- Photos or in-person inspection of frame rails, rear control-arm pockets, and hitch crossmember.
- Confirmation of airbag recall completion.
Maintenance and buyer’s guide
Practical maintenance schedule (distance/time; shorten for heavy towing, heat, or short-trip use)
- Engine oil & filter: 5,000 mi / 6 months (5W-30; ~6.6 qt / 6.2 L).
- Engine air filter: Inspect every oil service; replace 30,000–45,000 mi (dusty use sooner).
- Cabin filter: 15,000–20,000 mi or annually.
- Spark plugs (long-life): 60,000–100,000 mi depending on type; replace coils only as needed.
- Timing belt: ~90,000 mi or 9 years, with water pump, tensioner, idlers; new coolant and accessory belt recommended.
- Coolant: First at ~100,000 mi, then ~50,000 mi (Toyota LLC/SLLC).
- Automatic transmission (A750F): Drain-fill WS every 60,000–90,000 mi (towing → shorter). Use the temperature-check fill procedure.
- Transfer case & diffs: 75W-90 every 30,000–60,000 mi (heavy towing → shorter).
- Brake fluid: Flush every 2–3 years; check slide pins and hoses each rotation.
- Suspension/steering: Inspect ball joints, bushings, shocks/struts every 30,000 mi; check X-REAS lines for weeping; verify rear air self-leveling height.
- Tyres/alignment: Rotate 5,000–7,500 mi; align annually or after impacts/parts changes.
- 12-V battery: Load-test annually after year 4.
- A/C and cooling: Pressure/temperature check at season start; consider radiator/hoses proactive refresh at 15–20 years if original.
Essential torque values (typical; verify by VIN)
- Wheel lugs 110–113 Nm (81–83 lb-ft).
- Oil drain plug ~39 Nm (29 lb-ft).
- Front caliper bracket bolts ~118–128 Nm (87–94 lb-ft).
- Rear shock lower bolts ~90–100 Nm (66–74 lb-ft).
Buyer’s inspection checklist
- Underbody & frame: Probe inside frame rails near rear lower control-arm mounts and the hitch crossmember. Check fuel-tank straps and body mounts.
- Powertrain: Look for coolant crust at radiator and heater tees; listen for belt/tensioner noises; scan for stored codes.
- 4WD system: Confirm center-diff lock/unlock function and low range engagement (truck stationary, neutral, foot brake).
- Driveline: Greaseable slip yoke/U-joints—grease if dry; check rear axle seals for seepage.
- Suspension: Ball joints (play), LCA bushing tears, shock leaks (especially X-REAS lines).
- Brakes: Test from highway speeds; check for pulsation and ABS operation.
- Electrical: Verify power rear glass, tailgate latch, and seat controls; inspect tailgate harness for broken conductors.
- Towing setup: Inspect receiver welds, 7-pin connector, and evidence of a properly set weight-distributing hitch for heavy trailers.
What to seek/avoid
- Seek: Documented timing belt/water pump, clean frame, fresh fluids, and stock-height suspension with alignment records. Limited with healthy rear air or Sport with healthy X-REAS is a plus if maintained.
- Avoid/discount: Frame perforation, neglected cooling system, mixed unmatched suspension parts, persistent evap codes, or inoperative 4WD low/center diff lock.
Long-term outlook
With routine service and rust management, UZN215 trucks commonly cover 200k–300k miles on original long-block and transmission. Most “big bills” trace to deferred timing belt/cooling service, X-REAS leaks, or rust repair—not core engine/trans design.
Driving experience and economy
Ride and handling
On the road, the 4Runner feels planted and predictable. The independent front suspension improves initial turn-in versus leaf-sprung rivals of the era, while the coil-sprung solid rear keeps composure with cargo or a trailer. Body motion is present but well-damped; X-REAS trucks corner flatter with fewer head tosses, though worn systems can feel floaty. Straight-line tracking is calm, steering effort light-to-moderate, and crosswind stability respectable for a boxy SUV.
Powertrain character
The 2UZ-FE’s calling card is low-rpm torque and velvety response. Around town it steps off with little throttle, and on grades it pulls steadily without frequent hunting. The A750F shifts cleanly and locks the converter promptly at cruise. There’s no turbo lag to manage; passing thrust is linear, with a decisive downshift when you request it. Engage low range for steep launches on loose surfaces or careful maneuvering with a trailer on uneven ground—the crawl control is your right foot, and the driveline is responsive and precise.
Noise, vibration, harshness
At 70–75 mph, tyre and wind dominate; engine is a muted hum unless you dig in. Aggressive all-terrain tyres can add a steady thrum; stock-size highway tyres keep cabin noise down. Clunks or rattles usually point to worn lower control arm bushings, sway links, or cargo securing rather than inherent design.
Efficiency and range
Expect ~15–16 mpg (US) combined in mixed use; ~15–17 mpg at 75 mph (120 km/h) depending on wind, grade, tyre, and load. Winter warm-ups and short trips can dip to the low teens. The 23-gal (87-L) tank yields a practical highway range of 350–400 miles (560–640 km) at steady speeds on stock tyres.
Towing and load behavior
Properly equipped, the V8 4WD 4Runner tows with confidence inside its ratings. Use 10–12% tongue weight, a weight-distributing hitch beyond 5,000 lb, and dialed-in trailer brakes. Expect a 20–40% fuel-consumption penalty at highway speeds with a 4,500–6,000 lb camper/boat. Keep tyres at door-label pressures (raise rear within spec when loaded), service the cooling system, and consider fresh rear shocks if the truck porpoises with tongue weight. For steep boat ramps or loose campsites, center-diff lock + low range make launches controlled and drama-free.
Rivals and alternatives
Jeep Grand Cherokee (WJ, 1999–2004)
Articulation and available V8s make the WJ strong off-road. Age brings more electrical and transmission variability. The Toyota counters with quieter road manners and a reputation for fewer high-mile surprises; the Jeep can be the enthusiast’s choice if you prioritize trail work over long-term fuss-free ownership.
Ford Explorer (2002–2005)
Independent rear suspension and competitive features, but high-mile examples often need suspension/steering refreshes and can see transmission issues. The 4Runner’s V8 feels more relaxed, its cabin materials age better, and resale tends to be stronger.
Nissan Pathfinder (R50/R51 transition)
R50 is smaller/older-tech; early R51 brings more space and modernity. The Toyota’s V8 torque and full-time 4WD with a lockable center diff deliver superior winter/towing stability. Pathfinders can be cheaper to buy but may not match the 4Runner’s long-horizon durability.
Chevrolet TrailBlazer/Envoy
Good power (I6 or 5.3 V8) and wide availability. Age-related HVAC and electrical quirks are common; interiors and bushings show wear sooner. The 4Runner typically holds alignment and ride quality longer after a suspension refresh.
Bottom line
If you want classic-truck substance—frame strength, low-rpm torque, two-speed full-time 4WD—and plan to keep the vehicle, the UZN215 is one of the safest long-term bets. Its main asks are fuel budget, periodic timing-belt service, and vigilance against rust.
References
- Gas Mileage of 2004 Toyota 4Runner 2004 (EPA Fuel Economy)
- 2003 Toyota 4Runner 2003 (Safety Rating)
- Vehicle Detail Search – 2003 TOYOTA 4RUNNER | NHTSA 2003 (Recall Database)
- 2004 4Runner Features and Specifications 2004 (Manufacturer Specifications)
Disclaimer
This article is for informational purposes and is not a substitute for professional diagnosis or repair. Specifications, torque values, intervals, and procedures can vary by VIN, market, production date, and equipment. Always confirm details in your vehicle’s official owner’s manual and service literature and follow proper safety practices. If this guide helped you, please consider sharing it on Facebook or X/Twitter to support xcar’s work.