The first-generation Toyota Sequoia 2WD (chassis code UCK35) is a full-size SUV built on a Tundra pickup frame and powered by the 4.7-liter 2UZ-FE V8. Produced from late 2000 through the 2004 model years, this rear-wheel-drive Sequoia targets owners who need three rows, serious towing ability, and long-term durability more than cutting-edge electronics.
Compared with the 4WD Sequoia, the 2WD version is lighter, simpler, and slightly more fuel-efficient, making it popular in warmer U.S. states and in mostly on-road use. Eight-passenger seating, a spacious cargo area, and Toyota’s reputation for reliability help these trucks stay desirable even as they pass 20 years of service. At the same time, buyers must navigate age-related issues: frame corrosion in some regions, front suspension ball-joint recalls, and safety performance that reflects early-2000s design rather than modern standards.
This guide walks through specs, real-world performance, reliability patterns, maintenance strategy, and how the UCK35 Sequoia stacks up against rival full-size SUVs.
Toyota Sequoia UCK35 Fast Facts
- 4.7-liter 2UZ-FE V8 with about 240 hp and 315 lb-ft, built on a Tundra-derived body-on-frame chassis.
- 2WD layout cuts weight and complexity versus 4WD, improving ride, payload, and slightly reducing fuel use.
- Known for very long engine life if the timing belt and cooling system are maintained on schedule.
- Watch for frame rust, especially in heavy road-salt regions, and confirm the front lower ball-joint recall was completed.
- Typical oil change interval is 5,000 miles / 6–12 months with 5W-30, and timing belt service every ~90,000 miles or 7–9 years.
Navigate this guide
- Toyota Sequoia UCK35 2WD profile
- Engine and specifications for Sequoia 2WD
- Sequoia UCK35 trims and safety tech
- Reliability, known issues and service actions
- Maintenance planning and used-buying guide
- Driving impressions and real-world performance
- How the Sequoia UCK35 compares
Toyota Sequoia UCK35 2WD profile
The first-generation Toyota Sequoia arrived for the 2001 model year as Toyota’s answer to the Chevrolet Tahoe, GMC Yukon, and Ford Expedition in North America. Built in Indiana on a modified Tundra pickup frame, it uses traditional body-on-frame construction, a solid rear axle with coils, and a full-size three-row interior. The 2WD version carries the UCK35 chassis code, while 4WD models are UCK45.
Under the hood sits Toyota’s 2UZ-FE 4.7-liter V8, an iron-block, aluminum-head engine designed for trucks and SUVs. It produces about 240 hp at 4,800 rpm and 315 lb-ft at 3,400 rpm in these early Sequoias, paired with a 4-speed Aisin automatic. This combination emphasizes low-to-midrange torque, predictable throttle response, and longevity over high-rev performance.
Dimensionally, the Sequoia is big even by full-size SUV standards of its day. Overall length is roughly 203.9 in (5180 mm), width about 78 in (1980 mm), and the wheelbase 118.1 in (3000 mm), giving the UCK35 a stable footprint and genuinely adult-usable third row. Ground clearance is around 10–10.5 in, depending on trim and tire package, so it handles rough roads and mild trails despite being 2WD.
Inside, the Sequoia aims more for family comfort than rugged minimalism. Eight-passenger seating, a large cargo area (over 2,200 L / 77+ ft³ seats folded), wide-opening rear doors, and generous glass area make it easy to live with on long trips. Higher trims add leather, automatic climate control, premium audio, and later, options like rear DVD. The dashboard and switchgear are straightforward, with big controls sized for gloved hands.
The 2WD layout distinguishes the UCK35 from its 4WD sibling. Losing the front differential and transfer case saves weight, reduces driveline complexity, and marginally improves fuel economy and payload. In dry climates and mostly paved use, many owners prefer the lighter steering feel and lower maintenance burden of 2WD, while acknowledging that snow-belt and off-road users are better served by 4WD. The trade-offs that matter most now are age-related: rust risk, suspension wear, and the absence of modern active-safety technology.
Engine and specifications for Sequoia 2WD
The UCK35 Sequoia uses a single powertrain configuration for 2001–2004: the 2UZ-FE 4.7-liter V8 with a 4-speed automatic and rear-wheel drive. Exact figures vary slightly by market and year, but the tables below capture the typical North American 2WD spec set. Always verify details against the VIN-specific manual and service data for your truck.
Engine and performance
| Item | Specification (typical 2001–2004 2WD Sequoia) |
|---|---|
| Engine code | 2UZ-FE V8 |
| Layout | 90° V8, DOHC, 32 valves |
| Block / head | Cast-iron block, aluminum heads |
| Displacement | 4.7 L (≈4,664 cc) |
| Bore × stroke | 94.0 × 84.0 mm (3.70 × 3.31 in) |
| Compression ratio | ~9.6:1 (non-VVT-i versions) |
| Induction | Naturally aspirated |
| Fuel system | Multi-port electronic fuel injection |
| Max power | ~240 hp (179 kW) @ 4,800 rpm |
| Max torque | ~315 lb-ft (427 Nm) @ 3,400 rpm |
| Timing drive | Toothed rubber timing belt |
| Recommended fuel | Regular unleaded (87 AKI) |
| EPA fuel economy | ~14 mpg city / 17 mpg hwy (US), ~14–15 mpg combined, depending on year/trim |
In independent testing, a 4WD Sequoia Limited posted 0–60 mph in about 9.1 seconds and a ¼-mile in the high-16s; a lighter 2WD version is usually a few tenths quicker under similar conditions.
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 4-speed automatic (Aisin A340-series) |
| Type | Electronically controlled, lock-up torque converter |
| Drive type | Rear-wheel drive (2WD) |
| Final drive | Approx. 3.9:1 (varies slightly by year/trim) |
| Differential | Rear open differential (factory limited-slip rare) |
| Refuel time | Typical petrol refuel to full: ~5–10 minutes depending on pump flow and tank level |
The 4-speed automatic is conservative in its shift logic by modern standards, but it is robust when serviced regularly and not overheated by chronic heavy towing.
Chassis and dimensions
| Item | Specification (approximate) |
|---|---|
| Front suspension | Independent double wishbone with coil springs and stabilizer bar |
| Rear suspension | Solid axle, 5-link with coil springs and stabilizer bar |
| Steering | Rack-and-pinion, power-assisted |
| Front brakes | 12.5 in vented discs with ABS |
| Rear brakes | 12.2 in vented discs with ABS |
| Typical wheels/tyres | 16-inch alloys with 265/70R16 tyres (some markets: 17-inch options) |
| Length | ≈203.9 in (5180 mm) |
| Width | ≈78.0 in (1980 mm) |
| Height | ≈73–74 in (≈1870 mm), depending on trim |
| Wheelbase | 118.1 in (3000 mm) |
| Ground clearance | ≈10–10.6 in (255–270 mm) |
| Curb weight | ≈5,100–5,250 lb (2,310–2,380 kg) in 2WD form |
| GVWR | ≈6,500–6,600 lb (≈2,950–2,994 kg) |
| Fuel tank | ~100 L (26.4 US gal) |
| Cargo volume | ≈27.8–128.1 ft³ (≈790–3,630 L), seats up to all seats folded |
| Turning circle | ~42.3 ft (12.9 m) |
Performance and capability
| Metric | Typical value (2WD Sequoia with 4.7 V8) |
|---|---|
| 0–60 mph (0–100 km/h) | ≈8.8–9.3 s, depending on load and test conditions |
| Top speed (governed) | ≈97 mph (156 km/h) |
| 70–0 mph braking | ≈204 ft (≈62 m) on all-season tyres |
| Towing capacity | Typically 6,200–6,500 lb (2,800–2,950 kg) when properly equipped |
| Payload | Roughly 1,300–1,400 lb (≈590–635 kg), depending on trim and options |
| Roof load | Commonly around 165 lb (75 kg) with factory rails (confirm for your VIN) |
Fluids and service capacities (typical)
Approximate values; always check the owner’s manual and service documentation for your exact model year.
| System | Spec / type | Capacity (approx.) |
|---|---|---|
| Engine oil | API SL/SM 5W-30; many owners now use high-quality synthetic | ≈6.2 L (6.6 US qt) with filter |
| Engine coolant | Toyota Super Long Life (pink), ~50:50 mix | ≈12–13 L (12.7–13.7 US qt) for full system fill |
| Automatic transmission | Dexron III-spec or Toyota T-IV, depending on production details; follow manual | Drain/refill ≈3–4 L; dry fill ≈10–13 L (10.5–13.7 qt) |
| Rear differential | API GL-5 75W-90 gear oil | ≈3.4 L (3.6 US qt), 2WD rear axle |
| Power steering | ATF (often Dexron III-spec) | ≈1 L (1.1 US qt) |
| A/C refrigerant | R-134a | ~750–850 g (26–30 oz), model-year specific |
| A/C compressor oil | ND-Oil 8-type equivalent | ~150–200 mL |
Electrical
| Item | Specification (typical) |
|---|---|
| Alternator | ~100–130 A, depending on trim and options |
| 12V battery | Group size ~27F/24F, ~70–80 Ah, often 600+ CCA |
| Spark plugs | Long-life nickel or iridium, heat range per Toyota spec; gap typically ≈1.1 mm (0.044 in) |
Safety and driver assistance
These early Sequoias predate modern ADAS suites. Safety equipment typically includes:
- Dual front airbags, front seat-mounted side airbags on later years and certain trims
- 3-point belts for all seating positions, child-seat top tether anchors and LATCH/ISOFIX points in the second row
- 4-wheel ABS, electronic brake-force distribution (EBD), and brake assist
- Vehicle Stability Control (VSC) and traction control, with a recall reprogramming the VSC ECU on some early 2003 vehicles to improve low-speed drivability
NHTSA and IIHS testing on early Sequoias is sparse; some years were not fully tested or only evaluated in limited programs, so you should check the NHTSA database for model-year- and configuration-specific ratings.
Sequoia UCK35 trims and safety tech
In North America, the 2001–2004 Sequoia 2WD range is built around two main trims: SR5 and Limited. Both share the same 4.7-liter V8 and 4-speed automatic. The SR5 is the volume model, with cloth seating, simpler audio, and fewer luxury features; the Limited adds leather, power-adjustable and heated front seats, more sound insulation, and extra convenience equipment such as automatic climate control and upgraded audio.
Mechanically, SR5 and Limited are very similar. Differences are mostly in wheels/tyres, suspension tuning detail, and tow-package availability. Many SR5 trucks were sold with 16-inch wheels, while some Limited models gained 17-inch alloys later in the run. Tow-package vehicles typically include a Class III/IV receiver hitch, higher-capacity alternator, wiring harness, and a transmission cooler—critical if you plan to tow near the 6,200–6,500 lb rating in hot climates.
Interior configuration is almost always three rows with a 2-3-3 layout. Second-row seats tumble and fold to improve access to the removable or fold-flat third row. Limited trims offer more upscale finishes and, in later years, optional rear entertainment systems. Practical differences when shopping used: SR5 trucks may be less expensive and more likely to have cloth (which ages differently than early-2000s leather), while Limited trucks often have better sound insulation and more features—but also more gadgets to diagnose when they fail.
On the safety side, the first-generation Sequoia reflects early-2000s expectations. Dual front airbags are standard from launch. Side airbags and curtain airbags appear on later years and higher trims; some early trucks have only front torso airbags, not full-length curtains. Anti-lock brakes with EBD and brake assist are standard, and Toyota’s Vehicle Stability Control and traction control systems are widely fitted. A recall campaign re-calibrated VSC in early 2003 trucks to address overly aggressive intervention and poor acceleration feel at low speed.
Crash-test coverage is incomplete. Public data indicate that both NHTSA and IIHS did not test every early Sequoia model year, and ratings may not exist for some 2WD variants. When comparing to modern SUVs, keep in mind that these trucks predate advanced side-impact standards and roof-strength evaluations. They also lack modern ADAS features such as:
- Autonomous emergency braking
- Adaptive cruise control
- Lane-departure warning or lane-keeping assist
- Blind-spot monitoring and rear cross-traffic alert
For owners and buyers, the key safety steps are:
- Confirm all recalls (ball joint, VSC update, frame corrosion where applicable) are closed.
- Ensure ABS and VSC warning lamps cycle correctly at start-up and stay off while driving.
- Inspect seatbelts, pretensioners (where accessible), and airbag warning indicators.
Reliability, known issues and service actions
The Sequoia UCK35’s reputation largely rests on the 2UZ-FE engine and Tundra-based chassis. The 2UZ-FE is widely regarded as one of Toyota’s most durable V8s, with many units surpassing 300,000–400,000 miles when serviced properly. It uses a cast-iron block for strength, conservative output per liter, and a non-stressed valvetrain. Most serious engine failures trace back to neglect—especially skipped timing-belt service, chronic overheating, or prolonged low-oil operation—rather than inherent design flaws.
Engine-side issues (overall low frequency, medium-to-high severity when they occur):
- Timing belt and water pump – The belt is a wear item and should be replaced about every 90,000 miles or 7–9 years, along with idlers and the water pump. If the belt or a pulley fails, piston-to-valve contact can cause major engine damage. Owners who extend intervals should at minimum check the belt condition visually.
- Cooling system – Old coolant, clogged radiators, and neglected fan clutches can lead to overheating, especially when towing. Overheating risks head-gasket damage and warped heads on any aluminum-head V8.
- Oil leaks – Valve-cover gaskets, front crank seal, and cam seals can seep with age. These are usually medium-cost repairs but should be addressed before oil reaches timing components or rubber bushings.
Driveline and chassis (moderate prevalence at this age):
- Automatic transmission – The A340-series gearbox is durable with regular fluid changes and avoided overheating. Symptoms like flare between gears, harsh shifting, or torque-converter shudder often trace back to burned fluid or a failing solenoid. Addressing leaks and fitting an auxiliary cooler on tow-rigs helps longevity.
- Rear axle and driveshaft – Worn U-joints, pinion-seal leaks, and diff-breather blockages are typical high-mileage issues, usually low-to-medium cost if caught early.
Critical recalls and campaigns:
- Front lower ball-joint recall – On certain 2002–early 2004 Sequoias, the front lower ball joints were manufactured with a surface defect on the ball, leading to accelerated wear. Excessive looseness can cause steering wander, noise, and—in extreme cases—complete separation and loss of steering control. The recall replaces both front lower ball joints with improved parts.
- Early 2003 VSC ECU reprogramming – Some early 2003 model year Sequoias had Vehicle Stability Control calibration that could severely limit acceleration at low speeds, especially when turning on low-friction surfaces. The remedy is a skid-control ECU reflash to update the software.
- Frame corrosion / extended coverage – First-generation Sequoias, especially in salt-belt states, have been subject to extended warranty and inspection programs for frame rust, and the Sequoia was later included in a broader corrosion settlement covering multiple Toyota truck lines. Severe frame perforation can render the vehicle unsafe and may qualify for frame replacement or other remedies, depending on campaign status and timing.
Other age-related issues:
- Rust hotspots – In addition to the frame rails, check rear crossmembers, suspension mounts, brake lines, and the spare-tire hoist area.
- Suspension wear – Control-arm bushings, rear trailing-arm bushings, and shocks/struts are often tired by 150k+ miles, affecting ride and steering stability.
- Electrical – Individual ignition-coil failures, aging alternators, and tired 12V batteries are common but straightforward to address. Power-window motors and door-lock actuators can also fail with age.
Pre-purchase reliability checks to request:
- Full service history with proof of timing-belt/water-pump replacement at least once, preferably twice, given the age.
- Confirmation (print-out from a Toyota dealer or online VIN check) that ball-joint, VSC ECU, and any frame-corrosion campaigns are complete.
- Recent documentation for automatic-transmission and differential fluid changes, and evidence of cooling-system service.
A Sequoia UCK35 with these items addressed and minimal rust is often a very robust long-term vehicle; one without them can be an expensive rehabilitation project.
Maintenance planning and used-buying guide
Given the age of all 2000–2004 Sequoias, a proactive maintenance plan matters as much as raw mileage. Toyota originally recommended relatively short service intervals in U.S. conditions, and many owners stick close to those schedules.
Baseline maintenance schedule (typical, adjust for conditions)
Use whichever comes first: distance or time.
- Engine oil and filter – Every 5,000 miles (8,000 km) or 6–12 months with 5W-30 meeting current API specs. Severe towing or hot-climate use favors the shorter interval.
- Engine air filter – Inspect annually; replace every 30,000 miles (48,000 km) or more often in dusty use.
- Cabin air filter – Replace every 15,000–20,000 miles (24,000–32,000 km) or 2 years.
- Spark plugs – Long-life plugs typically at ~90,000–120,000 miles (145,000–190,000 km), sooner if misfires or rough running appear.
- Fuel filter – On many Sequoias of this era the main filter is integrated with the pump in-tank and not a frequent-service item; follow the manual and keep fuel quality high.
- Timing belt, tensioners, water pump – Every 90,000 miles / 7–9 years as a package. This is one of the most important services on the 2UZ-FE.
- Accessory (serpentine) belts and hoses – Inspect annually; replace roughly every 60,000–90,000 miles or when cracked, glazed, or squealing.
- Coolant – Replace Toyota Super Long Life coolant about every 5 years or 100,000 miles for the first change, then every 50,000 miles / 5 years thereafter.
- Automatic-transmission fluid – Drain and refill every 30,000–60,000 miles depending on tow use; include filter service when accessible.
- Differential oil – Replace rear-axle oil around every 60,000 miles (100,000 km) or sooner with heavy towing.
- Brake fluid – Flush every 2–3 years regardless of mileage.
- Brake pads/rotors – Inspect at every tire rotation; replace pads before they’re down to minimum thickness and evaluate rotors for rust and thickness.
- Alignment and tyre rotation – Rotate every 5,000–7,500 miles; align whenever you see uneven wear, pulling, or after suspension work.
- 12V battery – Load-test annually after 4–5 years in service; expect replacement about every 5–7 years.
Fluid specs and torque values (decision-making level)
- Engine oil – 5W-30 (synthetic or high-quality conventional), capacity ≈6.2 L with filter; drain-plug torque commonly around 39 Nm (29 lb-ft)—verify in the manual.
- Rear-axle oil – 75W-90 GL-5; fill until it just reaches the fill-plug hole with the truck level.
- Wheel-lug torque – Typically around 110–115 Nm (≈80–85 lb-ft), depending on wheel type; many shops standardize near the lower end of that range for Toyota light trucks.
Used-buying checklist for a Sequoia UCK35
When shopping, try to inspect in person or with a trusted mechanic:
- Frame and underbody – This is a top priority. Look at main rails, crossmembers, suspension mounts, fuel-tank straps, and the spare-tire area. Surface rust is expected; flaking layers, perforations, or soft spots are red flags.
- Front suspension and steering – Check for play in lower ball joints (even if recall is claimed complete), tie-rod ends, and steering rack. Any clunks over bumps or vague steering deserve attention.
- Engine bay – Watch for coolant stains, oil on the front of the engine, or a noisy accessory drive. Confirm there is a recent timing-belt sticker or invoice.
- Transmission behavior – On a test drive, shifts should be smooth and consistent; no delayed engagement when selecting D or R, and no flare between gears.
- Brakes and ABS/VSC lights – Warning lamps should illuminate at key-on then go out. Pulsation or pulling under braking can indicate rotor issues or sticking calipers.
- Electrical and HVAC – Test all windows, locks, seat adjustments, A/C modes, and rear climate controls.
Which years and trims to favor?
- Early years (2001–2002) – Simpler electronics and fewer options, but also earlier in the frame-rust timeline.
- 2003–2004 – Slight running improvements and broader feature availability, but some are in the window for ball-joint and VSC campaigns.
Because mechanical spec changed only modestly across 2001–2004, condition and rust status matter more than year. A maintained SR5 with minimal corrosion is usually a better bet than a neglected Limited with severe underbody rust.
Driving impressions and real-world performance
On the road, the Sequoia 2WD feels every bit like a full-size, body-on-frame SUV—but a refined one for its era. The 4.7-liter V8 is smooth and quiet at idle, with a muted growl under load. It delivers strong low-rpm torque, so the truck moves off smartly without needing high revs, which suits towing and city driving alike. The 4-speed automatic generally shifts unobtrusively; downshifts are deliberate rather than snappy, but kickdown from highway speeds is predictable.
Straight-line performance is adequate by modern standards. Period testing of a similar-spec 4WD Sequoia returned roughly 9.1 seconds 0–60 mph, and the lighter 2WD versions typically feel a touch quicker and easier to launch cleanly. Mid-range passing power from 50–80 mph is respectable, but not brisk, especially when fully loaded. Where the V8 shines is in its relaxed character: it rarely feels strained, even pulling grades, and noise levels in the cabin remain low.
Ride quality is a strong point. The coil-sprung rear axle and relatively long wheelbase give a supple, controlled ride on highways and broken pavement. Body roll is present, as expected for a tall SUV, but the suspension tuning is conservative and predictable rather than floaty. Steering is light, with modest feedback; combined with the 42-ft turning circle, tight urban maneuvers and parking garages take some planning. Crosswinds have less effect than you might expect, thanks to the wide track and weight, though you still feel gusts more than in a modern crossover.
Real-world fuel economy typically lands around 13–15 mpg (US) combined for mixed driving, closely matching period EPA and test figures. Steady highway cruising at 65–70 mph on stock tyres can approach the high-teens mpg in gentle conditions. City use, heavy traffic, oversized tyres, or roof boxes can easily drop averages into the low-teens. Owners coming from modern turbo-fours or diesels will find fuel consumption high; those cross-shopping similar early-2000s V8 SUVs will see the Sequoia in the middle of the pack.
Under towing load—particularly near the 6,000–6,500 lb range—expect fuel economy to fall into the single digits and transmission temperatures to climb if there is no auxiliary cooler. Stability when towing is good as long as the trailer is properly set up and the suspension is in good condition. Many owners report that the 2WD Sequoia feels more settled on-road with a trailer than some rivals, thanks to its wheelbase and relatively soft but well-controlled rear suspension.
For light off-pavement use, the UCK35’s ground clearance and frame toughness help, but the lack of driven front wheels and low-range transfer case limit it to graded dirt roads, light trails in dry weather, and boat ramps with good traction. Traction control helps keep the rear tyres from spinning, but this is not a rock-crawler. In snow-belt regions or heavy mud, 4WD versions are clearly more capable.
How the Sequoia UCK35 compares
In its era, the Sequoia squared off primarily against the Ford Expedition, Chevrolet Tahoe/Suburban, GMC Yukon, and later the Nissan Armada. All offer three rows and V8 power; the Sequoia’s distinctives are its Toyota truck heritage, the 2UZ-FE engine, and long-term durability reputation.
Versus the Chevrolet Tahoe/GMC Yukon of the early 2000s, the Sequoia trades some drivetrain variety for perceived reliability. GM offered multiple V8s and gear ratios; properly optioned Tahoes often tow slightly more and may deliver similar or marginally better fuel economy in some trims. On the other hand, the Sequoia’s 2UZ-FE engine and Toyota automatic transmission are widely regarded as longer-lived with fewer chronic issues, at the cost of higher parts prices in some cases.
Compared with the Ford Expedition, the Sequoia usually feels somewhat smaller from behind the wheel, despite similar exterior dimensions. The Expedition often wins on maximum interior volume and towing capacity, while the Sequoia tends to win on powertrain smoothness and straightforward long-term ownership. Rust and chassis concerns affect both brands in road-salt states, but Toyota’s corrosion campaigns and later class-action settlement highlight that Sequoias are not immune and must be inspected carefully.
The Nissan Armada (launched a bit later) offers more power and, in many examples, more modern electronics and features—but has a more mixed long-term reliability record, especially around transmission and electrical issues in early years. The Sequoia feels more conservative but also more “known quantity” in the long run.
Against all of these, the Sequoia UCK35’s strengths are:
- A very durable V8/automatic combination when maintained
- Comfortable, quiet ride for a body-on-frame SUV of its era
- Simple, mostly analog interior and electronics that age gracefully
- Strong aftermarket and enthusiast support shared with Tundra and Land Cruiser platforms
Its weaknesses versus modern and rival SUVs include:
- High fuel consumption and only a 4-speed automatic
- Lack of advanced safety systems and incomplete crash-test coverage
- Potential frame rust and front-suspension recall history that must be verified
- Aging interior plastics and weather seals after two decades in service
For buyers today, a Sequoia UCK35 2WD is best seen as a heavy-duty, long-life utility vehicle: excellent for towing, road-trips, and hauling people and gear, provided you accept its fuel thirst and invest in a thorough pre-purchase inspection. In that role, it can still be a compelling alternative to newer but more complex SUVs—especially if you prioritize mechanical robustness over the latest tech.
References
- 2003 Toyota Sequoia 2WD 2003 (Fuel Economy Data)
- Vehicle Detail Search – 2001 TOYOTA SEQUOIA 2001 (Recall Database)
- Front Suspension Lower Ball Joint 2002 through early 2004 Tundra and Sequoia 2005 (Recall Notice)
- A0G – Certain 2003 Model Year Toyota Sequoia Vehicles – Vehicle Stability Control System, Skid Control ECU Update 2010 (Service Campaign Bulletin)
- Look up Safety Recalls & Service Campaigns by VIN 2024 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, fluid types, and maintenance intervals can vary by model year, market, trim level, and individual VIN. Always confirm procedures and data against your vehicle’s owner’s manual, factory service manual, and current manufacturer bulletins, and follow all safety precautions when working on a vehicle.
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