The 2005–2006 Toyota Tundra 4×4 (XK40) with the 2UZ-FE 4.7 litre V8 sits in a sweet spot for many truck shoppers. It is late enough in the first-generation run to benefit from detail improvements and VVT-i on the V8, but still simple, mechanical, and relatively easy to maintain at home. With a stout ladder frame, proper low-range transfer case, and useful towing and payload ratings, it works well as a light tow rig, work truck, or long-term camping platform.
Owners value this truck for its smooth V8, good cold-start manners, and quieter cabin than many domestic rivals of the same era. At the same time, it is still an almost 20-year-old pickup, so frame corrosion, aging bushings, and rubber components now matter as much as horsepower figures. This guide walks through the key specs, real-world performance, reliability patterns, and maintenance priorities so you can decide whether a 4×4 XK40 Tundra fits your needs and what it will take to keep one healthy.
Quick Specs and Notes
- 2UZ-FE 4.7 litre V8 with VVT-i delivers around 271 hp and strong low-rpm torque, ideal for towing and loaded driving.
- 4×4 XK40 chassis combines a comfortable ride with genuine off-pavement ability thanks to a two-speed transfer case and good ground clearance.
- Typical combined fuel consumption is about 15 mpg US (roughly 15.7 L/100 km) for 4WD V8 double cabs.
- Frame corrosion on 2004–2006 Tundra trucks in heavy road-salt regions is a known issue; some trucks received corrosion-protection campaigns in certain markets.
- Plan on engine oil and filter changes every 5,000–7,500 miles (8,000–12,000 km) or 6 months, whichever comes first, depending on use and oil quality.
Navigate this guide
- Toyota Tundra XK40 4.7 essentials
- Toyota Tundra XK40 specs and data
- Tundra XK40 trims and safety
- Reliability and common XK40 issues
- Maintenance and buying tips Tundra
- On road performance and towing
- How this Tundra stacks up
Toyota Tundra XK40 4.7 essentials
The facelifted 2005–2006 Toyota Tundra 4×4 (XK40) represents the later, more refined phase of the first-generation truck. Compared with earlier years, these models typically gained VVT-i variable valve timing on the 2UZ-FE V8, bumping power to around 271 hp and improving throttle response without sacrificing durability. The 4×4 XK40 combines this engine with a part-time four-wheel-drive system, a two-speed transfer case, and a robust ladder frame.
Most 4×4 XK40s you will see are Double Cab or Access Cab models with a five- or six-passenger interior. The Double Cab brings a full-size rear seat and a shorter bed, while Access Cab versions give you more cargo length with compact rear seats. Trim levels usually include SR5 and Limited, with cosmetic and comfort upgrades rather than large mechanical differences.
On the road, these trucks feel smoother and quieter than many domestic half-tons of the same era. Steering is light, visibility is good, and the turning circle is reasonably tight for a full-size pickup. Underneath, you still have a solid rear axle on leaf springs and a double-wishbone front suspension, so the truck tolerates rough roads and towing without drama.
If you need a truck for moderate towing, snow-country driving, or overland travel, the XK40 4×4 offers a useful blend of capability and long-term parts support. The main tradeoffs are modest fuel economy, aging safety technology, and the need to watch frame and underbody corrosion carefully, especially in salt-belt regions.
Toyota Tundra XK40 specs and data
This section focuses on a typical 2005–2006 Tundra 4×4 Double Cab SR5 with the 2UZ-FE 4.7 V8 and five-speed automatic. Other cab and bed combinations are similar but individual numbers may vary slightly.
Engine and performance (2UZ-FE 4.7 V8)
| Item | Specification |
|---|---|
| Engine code | 2UZ-FE (VVT-i) |
| Layout and cylinders | 90° V8, DOHC, 4 valves per cylinder |
| Displacement | 4.7 l (4,664 cc) |
| Bore × stroke | 94.0 × 84.0 mm (3.70 × 3.31 in) |
| Induction | Naturally aspirated |
| Fuel system | Multi-point fuel injection |
| Compression ratio | Around 10.0:1 on VVT-i variant |
| Max power | Approx. 271 hp (202 kW) @ 5,400 rpm (market-dependent rating) |
| Max torque | Approx. 325 lb-ft (440 Nm) @ 3,400 rpm |
| Timing drive | Timing belt, belt-driven water pump |
| Recommended fuel | Unleaded regular (87 AKI) in North America |
| Rated economy (4×4 V8) | Around 15 mpg combined (US), roughly 13 city / 17 highway |
| Real-world mixed | Commonly 13–16 mpg US (18–14.7 L/100 km), lower when towing or with oversized tyres |
Aerodynamics and weight are not optimised by modern standards, so steady-state highway economy at 75 mph (120 km/h) typically falls toward the lower end of that range.
Transmission and 4×4 system
| Item | Specification |
|---|---|
| Transmission | 5-speed automatic, electronically controlled |
| Drive type | Part-time 4×4 with 2H, 4H, 4L |
| Transfer case | Chain-driven, floor or dash-mounted selector depending on trim |
| Front differential | Independent front suspension with front differential and CV axles |
| Rear differential | Solid axle, open differential from factory; some markets offered limited-slip |
| Final drive ratio | Typically 3.91:1 or 4.10:1 depending on axle/tow package |
| 4×4 use | 2H on dry pavement; 4H/4L for low-traction or off-road surfaces only |
Chassis, dimensions, and capacities
| Item | Specification (typical Double Cab 4×4) |
|---|---|
| Suspension front | Independent double wishbone, coil-over shocks |
| Suspension rear | Solid axle with leaf springs |
| Steering | Rack-and-pinion with power assist |
| Brakes | Front ventilated discs, rear drums with ABS |
| Wheels / tyres | Commonly 265/65 R17 or similar 16–18 in packages |
| Ground clearance | Around 10 in (≈ 255 mm), depending on tyres and trim |
| Length × width × height | About 5,809 × 2,030 × 1,800 mm (228.7 × 80.0 × 70.9 in) |
| Wheelbase | Around 3,401 mm (134 in) |
| Turning circle | Approx. 13.1 m (43 ft) |
| Curb weight | About 4,965–5,165 lb (2,250–2,340 kg) |
| GVWR | Around 6,700–6,900 lb (≈3,040–3,130 kg) |
| Fuel tank | Around 26.4 US gal (100 l) |
| Bed length (Double Cab) | About 74.3 in (1,888 mm) |
Performance and capability
| Item | Typical figure |
|---|---|
| 0–60 mph (0–97 km/h) | Roughly 7.5–8.5 s (unloaded, street tyres) |
| Top speed | Limited to around 110 mph (177 km/h) |
| Towing capacity | Roughly 6,500–6,800 lb (2,950–3,085 kg), depending on axle ratio and equipment |
| Payload | Around 1,600–1,800 lb (725–815 kg) |
| Roof load | Typically 100–150 lb (45–70 kg) without aftermarket racks (check specific rack ratings) |
Fluids and service capacities (approximate)
Always verify against the service manual for your VIN.
| System | Fluid and spec | Capacity (approx.) |
|---|---|---|
| Engine oil | 5W-30 API SM/SN or better | About 6.4 l (6.8 US qt) with filter |
| Engine coolant | Toyota Super Long Life Coolant (pink), 50/50 mix | Around 11–12 l total system |
| Automatic transmission | Toyota ATF Type T-IV or WS (check label) | Around 9–12 l total fill; 3–4 l typical drain-and-fill |
| Front differential | GL-5 75W-90 gear oil | Around 1.2–1.4 l |
| Rear differential | GL-5 75W-90 gear oil | Around 3.0 l |
| Transfer case | Appropriate gear or ATF fluid per manual | Around 1.0–1.5 l |
| A/C refrigerant | R-134a | Roughly 600–700 g common on similar trucks |
Key torque examples (check manual):
- Wheel lug nuts: roughly 110–120 Nm (81–89 lb-ft)
- Engine oil drain plug: about 39–44 Nm (29–32 lb-ft)
Electrical and safety basics
| Item | Specification |
|---|---|
| Alternator output | Typically 100–130 A depending on equipment |
| 12 V battery | Group 24F/27F style, around 600–700 CCA |
| Spark plugs | Long-life iridium, heat range per 2UZ-FE spec, gap around 1.0–1.1 mm |
Safety systems include dual front airbags, front seatbelt pretensioners, four-wheel ABS, and available side airbags in some trims, but advanced driver-assistance features such as automatic emergency braking were not yet offered on this generation.
Tundra XK40 trims and safety
For 2005–2006, the 4×4 XK40 Tundra in many markets was offered primarily in SR5 and Limited trims, with several cab and bed configurations. Mechanically, the core recipe is similar: the 2UZ-FE V8, five-speed automatic, and part-time 4×4 system. The differences sit mainly in comfort features, appearance packages, and slight variations in standard towing and wheel packages.
SR5 trucks are the workhorse choice, often with cloth seats, simpler audio systems, and fewer chrome exterior pieces. Many SR5s still include power windows and locks, keyless entry, and alloy wheels. Limited models add leather upholstery, upgraded audio, more body-colour trim, and sometimes heated seats and automatic climate control. The Limited badge, body-colour grille and bumpers, and wood-look interior accents are quick visual cues if you are inspecting a truck in person.
Option packages may include:
- Towing package (often adds transmission cooler, heavy-duty alternator, and hitch/wiring)
- Off-road-oriented package with specific tyres and skid plates (availability varies by region)
- Side airbags and curtain airbags on some later trucks
From a safety perspective, the 2005 Tundra in extended-cab form achieved solid ratings in frontal impact tests of its era, though later, more demanding tests and advanced restraint technologies had not yet arrived. Side-impact and small-overlap crash tests were generally not applied to this generation when new, and electronic stability control was not universal, so expectations should be calibrated to early-2000s standards, not modern pickups.
ABS is standard; some trucks also gained traction control and electronic brake-force distribution in later years and higher trims. Child-seat fitment relies on traditional seatbelt routing rather than the more modern ISOFIX/LATCH anchors that became common later; if you plan to carry children regularly, bring your seat and confirm belt geometry works in the cab you are considering.
Because most driver aids are absent, condition of the basic safety hardware matters more. Check that:
- All airbags have intact warning lamps that illuminate on key-on and then extinguish
- Seat belts retract briskly and lock under a sharp tug
- ABS warning lamps are off and there are no stored ABS or SRS codes
When combined with good tyres and an attentive driver, the XK40 is still a reassuring and predictable truck, but it does not offer the crash-avoidance cushion of later generations.
Reliability and common XK40 issues
The 2UZ-FE-powered Tundra has a strong reputation for longevity. With regular maintenance, many examples exceed 200,000–300,000 miles (320,000–480,000 km) on original long blocks. Still, age and use bring a set of recurring issues you should understand.
Engine and cooling system
- Timing belt and water pump – The 2UZ-FE uses a timing belt rather than a chain. Failure is rare if serviced on time, but belt and water pump replacement roughly every 90,000–100,000 miles (145,000–160,000 km) or 9 years is considered good practice. Intervals vary by market; some manuals list 90,000 miles for severe service.
- Oil leaks – Valve cover gaskets and cam seals can seep, especially on higher-mileage engines. Look for burnt-oil smells, wetness around the covers, and oil residue on the bellhousing.
- Exhaust manifold cracks or leaks – Cold starts with a ticking noise that fades as the engine warms can indicate a cracked manifold or failed gasket. Left unfixed, this can allow hot exhaust gases near wiring and increase cabin noise.
- Radiator and coolant hoses – After two decades, plastic tanks and hoses age. Inspect for staining along the radiator end tanks and soft or swollen hoses. Cooling system neglect can shorten head-gasket life even on a robust engine.
Fuel, ignition, and electronics
Coil-on-plug ignition generally lasts well, but misfires under load can occur when coils age or plug wells fill with oil from a leaking cover gasket. Oxygen sensors and catalytic converters can fail after many years, especially if the engine has seen rich running or oil burning. Expect occasional emissions-related codes on high-mileage trucks.
Driveline and chassis
- Front suspension wear – Upper and lower ball joints, inner and outer tie-rod ends, and control-arm bushings eventually wear, leading to vague steering or clunks over bumps. Toyota has previously recalled lower ball joints on earlier first-gen Tundras for potential separation; many trucks have had updated parts, but inspection remains important.
- Driveshaft and U-joints – Greasable joints can last a very long time if serviced; neglect leads to vibration under acceleration or on deceleration.
- Rear leaf-spring bushings – Deterioration can cause rear-end steer or knocking noises over uneven surfaces.
Frame corrosion
For 2004–2006 Tundras used in heavy road-salt regions, Toyota has inspected and treated frames in some markets with corrosion-resistant compounds and, in severe cases, frame replacements under special service campaigns. Not all trucks or regions were covered, and corrosion can progress after campaigns end. When inspecting, pay close attention to:
- Inside and outside of the frame rails, particularly around suspension mounts and the spare-tyre area
- Crossmembers, especially around the fuel tank and rear spring hangers
- Brake and fuel lines clipped to the frame
Surface rust is common on older pickups, but flaking, deep scaling, or perforation near structural points is a serious concern.
Recalls and service campaigns
In addition to the frame-corrosion actions, various recalls have addressed items such as ball joints, seat belt anchors, and brake components on first-generation Tundras. Use the truck’s VIN on the appropriate official recall checker for your region to confirm completion and any open campaigns. Keep printed or digital proof of any frame inspection or treatment for your records; it helps with resale and future warranty discussions if applicable.
Maintenance and buying tips Tundra
A 2005–2006 Tundra 4×4 can be an excellent long-term truck if you keep ahead of age-related maintenance. Below is a practical schedule; always adapt based on your climate and use.
Core service intervals (typical guidance)
- Engine oil and filter – 5,000 miles / 8,000 km on conventional oil, up to 7,500 miles / 12,000 km on high-quality synthetic under light duty; 6 months maximum between changes.
- Engine air filter – Inspect every 15,000 miles (24,000 km); replace 30,000–45,000 miles, sooner in dusty use.
- Cabin air filter – Replace every 15,000–20,000 miles (24,000–32,000 km) or annually.
- Spark plugs – Long-life iridium plugs commonly last 90,000–120,000 miles (145,000–190,000 km); replace sooner if misfires appear.
- Fuel filter – In many markets the main filter is integrated with the in-tank pump; replacement is usually only when the pump is serviced.
- Timing belt and water pump – Plan replacement at 90,000–100,000 miles (145,000–160,000 km) or 9 years, including idlers, tensioner, and front seals as needed.
- Accessory (serpentine) belt and hoses – Inspect annually; replace at first signs of cracking, glazing, or swelling, typically around 90,000 miles or 10 years.
- Automatic transmission fluid – For mixed use, a drain-and-fill every 30,000–60,000 miles (48,000–96,000 km) is a sensible preventive measure, especially for tow rigs.
- Differentials and transfer case – Refresh gear oils every 30,000–60,000 miles, sooner with deep-water crossings or heavy towing.
- Brake fluid – Replace every 2–3 years regardless of mileage.
- Coolant – Toyota Super Long Life Coolant is often rated for 5 years/100,000 miles initially, then 3 years/50,000 miles; many owners simply change every 3–4 years.
- Tyre rotation and alignment – Rotate every 5,000–7,500 miles along with oil changes; check alignment annually or when you notice uneven wear.
- 12 V battery – Load-test annually after year four; typical life is 5–7 years in moderate climates.
Inspection checklist for buyers
When viewing a used XK40 4×4:
- Frame and underbody – This is priority one. Look and tap along the frame rails, crossmembers, and leaf-spring mounts. Beware of heavy flaking, perforation near welds, or freshly undercoated frames hiding rust.
- Suspension and steering – Check for uneven tyre wear, clunks over bumps, and steering play. Budget for ball joints, tie-rods, and bushings if the truck wanders.
- Driveline behaviour – In 2H and 4H, listen for whining or vibration from the diffs and transfer case. Ensure 4×4 engages and disengages smoothly and that 4L works.
- Engine health – Cold-start the truck. Watch for excessive smoke, listen for valvetrain or exhaust ticking, and confirm idle stability. Check under the oil cap for sludge.
- Service history – Ideally, you will see evidence of timing-belt service, regular oil changes, and differential/ATF changes. A missing timing-belt record on a high-mileage truck is a negotiation point.
- Interior and electrics – Confirm all power windows, locks, HVAC modes, and lighting work. Malfunctioning A/C can be costly to chase on older trucks.
Which trucks to prioritise
- Best bets: Well-maintained SR5 or Limited Double Cab 4×4 trucks from dry climates, with documented timing-belt changes and little to no frame corrosion.
- Use caution: Trucks from heavy road-salt regions, high-mileage work trucks with significant towing history but poor maintenance records, or heavily modified trucks (large lifts, oversized tyres, tuning boxes) unless you can verify quality of parts and installation.
With the right example and realistic fuel-cost expectations, the 4×4 XK40 Tundra can deliver another decade of dependable service.
On road performance and towing
The 2UZ-FE V8 defines how the 4×4 XK40 Tundra feels to drive. Power delivery is smooth and linear, with plenty of low-end torque for pulling away from junctions or climbing grades with a trailer. Compared with the earlier, non-VVT-i 4.7, the facelifted engine feels a bit more eager to rev without losing its relaxed character.
In town, throttle response is progressive and easy to modulate for parking or manoeuvring in tight spaces. The five-speed automatic prefers smooth, early upshifts under light throttle, which helps fuel economy slightly. Kickdown for passing is reasonably quick, and 50–80 mph (80–130 km/h) acceleration is confident even on highway grades. With stock tyres, 0–60 mph times in the mid-8-second range are typical, which is more than adequate for merging and overtaking in a full-size pickup.
Ride quality is a strong point. The front double-wishbone suspension and long rear leaf springs give a more controlled, less bouncy ride than some leaf-spring rivals of the era, especially with a few hundred pounds in the bed. Noise levels are moderate; wind and tyre noise rise at motorway speeds, but the V8 itself stays quiet when cruising.
Off-pavement, the part-time 4×4 system and low range allow the Tundra to tackle muddy tracks, snow-covered roads, and gravel trails. Ground clearance is enough for rutted forest roads, and the long wheelbase brings straight-line stability but does limit breakover angle on very rough terrain. The open differentials mean you rely on weight transfer and throttle finesse in deep mud; adding a rear limited-slip or locker significantly improves traction.
Towing performance is one of the truck’s core strengths. With a properly set up hitch and trailer brakes, a 4×4 XK40 can confidently handle mid-weight travel trailers, boats, or car haulers in the 5,000–6,000 lb (2,270–2,720 kg) range. On long grades, transmission temperatures remain reasonable if the fluid is fresh and you manually select lower gears. Expect fuel consumption to worsen by 30–50% when towing near the upper end of the rated capacity.
Braking feel is generally solid, though the rear drums can fade if heavily loaded and neglected. Keeping quality pads, fresh fluid, and properly adjusted rear drums is important if you tow frequently. Stability at highway speed is good when the trailer is loaded correctly and tyres are in good condition.
Overall, the XK40 Tundra is not the quickest or most efficient truck by modern standards, but it offers a refined, predictable driving experience, especially for a mid-2000s design.
How this Tundra stacks up
When comparing the 2005–2006 Tundra 4×4 4.7 V8 to its contemporaries—such as the Ford F-150 of the same era, Chevrolet Silverado 1500, and Nissan Titan—it stakes out a clear position as the “quietly competent” choice.
Against the domestic half-tons, the Tundra typically offers:
- Better long-term powertrain reliability, especially for the 2UZ-FE engine and five-speed automatic when serviced regularly.
- Smoother, more refined engine feel, thanks to the all-aluminium DOHC V8 architecture and good NVH tuning.
- Slightly lower maximum towing numbers, but towing stability and brake feel that are very competitive within the 6,000–7,000 lb range.
Compared with the first-generation Nissan Titan, the Tundra may feel less lively—Titan’s 5.6 V8 is stronger—but the Tundra generally wins on reputation for drivetrain durability outside known frame-corrosion campaigns. Parts availability is strong for both, but Toyota’s dealer network and aftermarket support are particularly deep for routine maintenance items.
From a safety and technology standpoint, the 4×4 XK40 sits behind later second-generation Tundras. The 2007-on trucks bring more power, improved crash structures, available side-curtain airbags across more trims, and eventually full electronic stability control and modern infotainment. If you prioritise advanced safety tech, a newer generation may be a better fit.
Where the 2005–2006 4×4 Tundra shines is as a value buy for someone who:
- Wants a simpler, less electronics-heavy truck that can still tow, haul, and handle rough weather
- Prefers a proven, understressed V8 over newer downsized turbo engines
- Is willing to trade cutting-edge features and best-in-class tow ratings for long-term reliability and manageable running costs
Against used full-size diesel trucks, the XK40 cannot match ultimate torque or fuel economy when towing heavy, but it also avoids the complexity and potential repair bills of mid-2000s diesel emissions systems.
If you find a clean, well-maintained example with a solid frame, the 2005–2006 Tundra 4×4 4.7 V8 remains a compelling choice for buyers who value dependability, straightforward maintenance, and enough capability for everyday work and recreation.
References
- Gas Mileage of 2006 Toyota Tundra 2006 (Fuel Economy Data)
- Used 2005 Toyota Tundra Double Cab SR5 – Edmunds 2005 (Specifications)
- 2005 Toyota Tundra Double Cab Specs, Features & Options 2005 (Specifications)
- 2005 Toyota Tundra 2005 (Safety Rating)
- Limited Service Campaign D0D – 2004–2006 Model Year Tundra Vehicles Corrosion-Resistant Compound Application 2014 (TSB)
Disclaimer
This article is intended for informational purposes only and does not replace professional diagnosis, repair procedures, or official service information. Specifications, torque values, service intervals, and equipment details can vary by VIN, market, model year, and installed options. Always confirm critical data against your vehicle’s owner’s manual, factory service manual, and official technical bulletins before performing maintenance or repairs.
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