The facelifted Toyota Tundra 4×4 (XK50) with the 3UR-FE 5.7-litre V8 covers the final, most mature years of this generation. From 2014 to 2021 it kept the same core formula: a naturally aspirated, all-aluminium V8, a 6-speed automatic, and a robust part-time four-wheel-drive system aimed at towing, off-road use, and long-term durability.
Compared with many rivals that moved to small turbo engines and multi-gear transmissions, the Tundra 5.7 4×4 stayed deliberately conservative. That has real benefits for owners who tow regularly, run trucks hard in remote areas, or plan to keep them for a decade or more. At the same time, the cabin, safety tech and fuel economy clearly show the truck’s age by the late 2010s.
This guide focuses specifically on 2014–2021 Tundra 4×4 models powered by the 3UR-FE 5.7-litre V8, explaining the specs, real-world performance, known issues, maintenance priorities, and how it stacks up against other half-ton 4×4 pickups.
Fast Facts
- Proven 3UR-FE 5.7-litre V8 with 381 hp and 401 lb-ft, paired with a 6-speed automatic and part-time 4×4 system.
- Excellent long-term reliability when serviced on time, with simple, well-understood hardware and strong aftermarket support.
- Fuel economy is poor for the class; 5.7 4×4 trucks are typically rated around 13 mpg city / 17 mpg highway (≈ 18/14 l/100 km).
- Oil and filter changes every 5,000 miles / 8,000 km or 6 months are a sensible target for long engine life, especially if towing or off-roading frequently.
Navigate this guide
- Tundra 5.7 4×4 profile
- Tundra 4×4 specs table
- Trim levels and safety gear
- Reliability issues and fixes
- Maintenance plan and buying guide
- Driving feel and off-road use
- How Tundra 4×4 compares
Tundra 5.7 4×4 profile
The second-generation Tundra (XK50) arrived for 2007, but the facelift that concerns us here started for the 2014 model year. That update brought a more aggressive exterior, a redesigned dashboard, standard rear-view camera, and detail changes to suspension tuning, while leaving the core mechanical package unchanged. The 5.7-litre 3UR-FE V8 remained at 381 hp and 401 lb-ft, driving through a 6-speed Aisin automatic transmission to a part-time four-wheel-drive system with a 2-speed transfer case.
The Tundra’s 4×4 system is traditional and robust. In normal use you run in 2H (rear-wheel drive). When conditions demand extra traction you can engage 4H on the fly at moderate speeds, locking the front and rear axles together through the transfer case. For low-speed crawling, steep descents, or deep mud and snow, 4L shortens gearing substantially. There is no centre differential, so you should avoid using 4H or 4L on high-grip pavement to prevent driveline wind-up.
Across 2014–2021, the 5.7 4×4 combination was available in Double Cab and CrewMax bodies with various bed lengths, in trims from basic SR up to luxurious Platinum and 1794 Edition, as well as off-road-focused TRD Pro in specific years. Tow Package equipment (often standard on 5.7 trucks) adds heavier-duty cooling, hitch hardware, wiring and an integrated trailer brake controller in later models.
Toyota positioned the Tundra 5.7 4×4 for buyers who needed:
- Strong, repeatable towing performance in hot and cold climates.
- Real off-road capability but with everyday comfort and reliability.
- A long-term ownership proposition rather than the latest technology.
By the end of production in 2021, the truck’s age showed in cabin design, safety scores, and fuel economy compared with newer rivals, but many buyers still preferred its straightforward mechanical layout, proven V8, and reputation for durability.
Tundra 4×4 specs table
The figures below describe typical 2014–2021 Tundra 5.7 4×4 Double Cab and CrewMax models. Exact numbers vary by year, cab, bed and market, so always confirm against the VIN and local documentation.
Engine and performance – 3UR-FE 5.7-litre V8
| Item | Specification |
|---|---|
| Engine code | 3UR-FE |
| Layout and valvetrain | 90° V8, aluminium block and heads, DOHC, 4 valves/cyl, dual VVT-i |
| Displacement | 5.7 l (≈ 5,663–5,734 cc depending on source) |
| Bore × stroke | ~94.0 × 102.0 mm (3.70 × 4.02 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection, petrol |
| Compression ratio | Around 10.2:1 |
| Max power | 381 hp (≈ 284 kW) @ 5,600 rpm |
| Max torque | 401 lb-ft (543 Nm) @ 3,600 rpm |
| Timing drive | Chain-driven cams (no scheduled replacement when healthy) |
| Emissions (US) | ULEV II / LEV II for much of this era |
EPA fuel-economy ratings for a 5.7-litre 4×4 Tundra are typically around 13 mpg city and 17 mpg highway (≈ 18.1 / 13.8 l/100 km).
Transmission and 4×4 system
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic (Aisin A760F for 4×4) |
| Gear ratios | 1st 3.333; 2nd 1.960; 3rd 1.353; 4th 1.000; 5th 0.728; 6th 0.588; Reverse 3.061 |
| Transfer case | Part-time, 2H / 4H / 4L with dash-mounted selector |
| Typical axle ratios | Commonly 4.30:1 on 5.7 tow-package trucks (varies by trim and market) |
| Differentials | Front and rear open diffs with brake-based traction control; “Auto LSD” rear function in some trims |
| Tow hardware | Tow Package adds hitch receiver, upgraded cooling, heavy-duty alternator, 4/7-pin wiring, and integrated trailer brake controller on many later trucks |
Chassis and dimensions (typical CrewMax 4×4)
Auto-data sources list a 2013+ facelift Tundra CrewMax 5.7 4×4 automatic curb weight around 2,613 kg (5,761 lb) and GVWR around 3,265 kg (7,198 lb).
| Item | Specification |
|---|---|
| Frame | Fully boxed ladder frame |
| Front suspension | Double wishbone with coil-over shocks and stabiliser bar |
| Rear suspension | Solid axle with leaf springs and outboard shocks |
| Steering | Rack-and-pinion, hydraulic power assist |
| Brakes | Front ventilated discs; rear discs; diameters around 340 mm front, 330 mm rear (trim-dependent) |
| Wheels/tyres | 18- and 20-inch wheels; common sizes 255/70R18, 275/65R18, 275/55R20 |
| Overall length (CrewMax short bed) | ≈ 5,814 mm (228.9 in) |
| Width (excl. mirrors) | ≈ 2,030 mm (79.9 in) |
| Height | ≈ 1,930–1,940 mm (76–76.4 in) |
| Wheelbase (CrewMax) | ≈ 3,701 mm (145.7 in) |
| Turning circle | ≈ 13.4 m (44 ft) kerb-to-kerb |
| Curb weight | ~2,550–2,650 kg (5,620–5,840 lb) depending on cab/trim |
| GVWR | ≈ 3,130–3,310 kg (6,900–7,300 lb) |
Performance and capability
| Item | Specification |
|---|---|
| 0–100 km/h (0–62 mph) | Roughly 7.0–7.5 s for a lightly loaded 5.7 4×4 |
| Top speed | Typically limited to ≈ 175–180 km/h (108–112 mph) |
| Max tow rating (best-case 5.7 4×4) | Around 4,100–4,500 kg (9,000–10,000+ lb) depending on configuration |
| Payload | Often 650–830 kg (1,430–1,830 lb) depending on cab/bed and options |
Service fluids (typical – confirm per VIN)
| System | Specification and approximate capacity |
|---|---|
| Engine oil | 0W-20 synthetic to Toyota spec; ≈ 7.4–7.6 l (7.8–8.0 qt) with filter |
| Engine coolant | Toyota Super Long Life (pink); total capacity ≈ 13–15 l |
| Automatic transmission | Toyota WS ATF; drain-and-fill ≈ 3–4 l, full system higher |
| Front differential | 75W-85 GL-5; ≈ 1.5–1.7 l |
| Rear differential | 75W-85 GL-5; ≈ 3.3–3.5 l |
| Transfer case | Gear or ATF-type fluid per manual; ≈ 1.3–1.5 l |
| Brake fluid | DOT 3 or equivalent to Toyota spec |
| A/C refrigerant | R-134a, exact charge on under-hood label |
Electrical hardware typically includes a high-output alternator (especially with Tow Package), a large 12 V starting battery, and long-life iridium spark plugs scheduled around 120,000 miles (≈ 190,000 km) in many markets.
Trim levels and safety gear
The 3UR-FE 5.7 4×4 powertrain was available across most Tundra trims in North America and many export markets. Mechanical hardware is broadly similar, but springs, shocks, wheels, interior equipment and safety technology differ considerably by grade and year.
Typical trims for 5.7 4×4
- SR – The work-focused base trim. In 4×4 form it often pairs the 5.7 with vinyl or basic cloth seats, simple audio, steel or basic alloy wheels and minimal chrome. Ideal as a fleet, farm or construction truck where function matters more than comfort.
- SR5 – The volume trim. Cloth upholstery, larger infotainment screen, more storage and nicer trim pieces. Often ordered with the Tow Package and popular for mixed family and work use.
- Limited – More comfort: leather or premium cloth seats, dual-zone climate control, better audio, and usually 18- or 20-inch wheels. Often seen as the “sweet spot” for buyers who want upscale features without the price of top trims.
- Platinum and 1794 Edition – High-end trims with distinctive interiors, premium leather, sunroof, memory seats, and advanced audio. Mechanically similar to Limited but with more weight from added features.
- TRD Off-Road and TRD Pro – Packages and trims focused on rough-terrain use, adding tuned Bilstein or similar shocks, skid plates, off-road tyres, special wheels, and styling cues. Nearly all TRD Pro models are 4×4 CrewMax 5.7 trucks.
Mechanical and feature differences
- Off-road-oriented trims gain revised shocks, different spring rates, and off-road tyres, improving trail capability and stance but sometimes increasing cabin noise and slightly reducing on-road comfort.
- Luxury trims may lose a little payload and towing headroom because of higher curb weight.
- Differential hardware remains open front and rear, with brake-based traction control rather than mechanical lockers; some aftermarket solutions add true locking diffs for heavy off-road use.
Safety and driver-assistance evolution
All facelifted Tundras received ABS, stability and traction control, multiple airbags, and a rear-view camera. From the 2018 model year onward, Toyota Safety Sense P (TSS-P) became standard across the Tundra lineup, including 5.7 4×4 trucks. TSS-P bundles: pre-collision system with pedestrian detection, lane departure alert, automatic high beams, and dynamic radar cruise control.
Higher trims and option packages can include:
- Blind-spot monitor with rear cross-traffic alert.
- Front and rear sonar parking sensors.
- Larger touchscreens with enhanced connectivity on later models.
Crash-test ratings
Independent crash testing for crew-cab and extended-cab Tundras from this era typically shows:
- Generally good performance in moderate-overlap front and side impacts and in roof-strength tests.
- More mixed results in small-overlap frontal tests, with some crew-cab models scoring only adequate or marginal in specific years.
- Headlight ratings often marginal or poor depending on trim and lighting package.
NHTSA testing has commonly returned four out of five stars overall for many Tundra configurations, with rollover scores similar to other tall body-on-frame pickups.
For a safety-conscious buyer, ideal choices are 2018–2021 trucks with TSS-P, optional blind-spot monitoring, and the best available headlights within the range.
Reliability issues and fixes
The 3UR-FE Tundra 4×4 is one of the more robust half-ton combinations on the market, but age, mileage and heavy use reveal familiar trouble spots. Thinking in terms of prevalence and severity helps you prioritise.
Engine and emissions – generally strong, with a few pain points
- Secondary air injection system (common, medium–high cost)
Early and mid-life 3UR engines are known for failures in the secondary air injection pumps and valves. Symptoms include check-engine lights, limp modes, and stored emissions-related codes on cold starts. Moisture intrusion and carbon build-up are typical root causes. The proper fix is replacement with updated components and, in some markets, revised hose routing or relocation kits. The repair is usually expensive but tends to be a one-time event when done correctly. - Exhaust manifold leaks (occasional, medium cost)
Manifold cracks or gasket failures can cause a ticking noise on cold start that fades as parts heat and expand. Left alone, they can worsen, lead to exhaust leaks near the cabin, and cause emissions issues. Replacement is labour-heavy due to tight packaging but is well within the comfort zone of experienced independent shops. - Oil seepage (occasional, low–medium cost)
Valve-cover gaskets and cam-tower sealing surfaces sometimes seep oil as the trucks age. This often starts as a light film and oily smell rather than big drips. The best approach is to monitor consumption, keep the engine clean enough to watch for changes, and schedule gasket work alongside other major service items (spark plugs, coolant service).
With correct oil and filter intervals and proper coolant, catastrophic bottom-end or timing-chain failures are rare, which is a major strength compared with some rival V8 and turbo V6 designs.
Transmission, 4×4 hardware and driveline
- Automatic transmission (A760F)
When fluid stays clean and temperatures controlled, the 6-speed is durable. Long intervals or “lifetime” fluid practices can contribute to valve-body varnish, harsh or delayed shifts, and torque-converter shudder. A thorough drain-and-fill or staged fluid exchange with the correct WS ATF often restores smooth operation; badly neglected units may need rebuilds or new converters. - Transfer case and front differential
On 4×4 trucks, lack of fluid changes can lead to bearing noise, whine under load, or leaks at seals. Regular fluid service and periodic 4H/4L engagement help keep everything lubricated. When inspecting a used truck, clunks when engaging 4×4, refusal to shift into 4L, or grinding noises under load are warning signs that warrant expert evaluation. - Driveshaft and U-joints
A clunk when shifting between Drive and Reverse can result from slip-yoke lubrication, normal backlash, or U-joint wear. Periodic lubrication (where fittings exist) and timely U-joint replacement prevent more serious issues.
Suspension, steering and frame
- Front bushings and ball joints (common, medium cost)
Heavier trucks that tow regularly or run on rough roads tend to wear lower-control-arm bushings and ball joints faster. Symptoms include wandering, clunks over bumps, and uneven tyre wear. Quality replacement components and a good alignment restore feel. - Leaf-spring and shackle hardware (occasional, medium cost)
High-mileage work trucks may show worn rear spring bushings or squeaks, especially when loaded. - Frame and underbody corrosion (climate-dependent, potentially high cost)
Rust-belt trucks can suffer corrosion around rear leaf-spring mounts, crossmembers and weld seams. Surface rust is manageable; scaling or perforation seriously affects safety and value. Toyota has run corrosion-related campaigns on earlier truck generations; the facelift Tundras are generally better, but regular washing and rust protection remain important.
Recalls, TSBs and extended coverage
Across the 2014–2021 range, there have been recalls for issues such as:
- Airbag system components and sensor calibration.
- Various emissions and engine-management concerns in specific build ranges.
- Equipment such as seatbelts, lights, and electrical connectors.
For any truck you are considering, run the VIN through:
- Your national safety agency’s online recall system.
- The official Toyota owner site for campaign history and dealer-recorded repair information.
Ask sellers for printed evidence that recalls and relevant TSBs have been completed, especially those related to airbags, frame inspections and emissions-system repairs.
Maintenance plan and buying guide
The Tundra 5.7 4×4 rewards owners who treat fluids as consumables and inspect 4×4 hardware regularly. Below is a conservative, real-world schedule – always cross-check with the factory maintenance guide for your region.
Practical maintenance schedule (typical use)
For mixed daily driving, moderate towing and some off-road use:
- Engine oil and filter – Every 5,000 miles / 8,000 km or 6 months with quality 0W-20 synthetic. Shorten further for heavy towing, repeated short trips, or dusty off-road conditions.
- Engine air filter – Inspect every 10,000 miles / 16,000 km; replace around 30,000 miles / 48,000 km or sooner in dusty climates.
- Cabin filter – Replace every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years.
- Spark plugs (iridium) – Around 120,000 miles / 190,000 km. Replace sooner if misfires or poor fuel economy appear.
- Coolant – First change near 100,000 miles / 160,000 km, then every 50,000–60,000 miles (80,000–100,000 km).
- Automatic transmission fluid – Drain-and-fill every 50,000–60,000 miles (80,000–100,000 km) if you tow, off-road, or keep the truck long term. Even with light use, many owners adopt similar intervals.
- Front and rear differential oil – Every 30,000–50,000 miles (48,000–80,000 km), more often with heavy towing or frequent 4×4 use.
- Transfer-case fluid – Approximately every 50,000 miles (80,000 km) or alongside diff services.
- Brake fluid – Flush every 2–3 years regardless of mileage.
- Serpentine belt and cooling hoses – Inspect annually; plan replacement between 90,000–120,000 miles (145,000–190,000 km) or at first sign of cracking or noise.
- Tyre rotation and alignment – Rotate tyres every 5,000–7,500 miles (8,000–12,000 km); align yearly or after impacts/potholes.
- 4×4 system exercise – Engage 4H and 4L at least a few times per year on loose surfaces to keep mechanisms moving and lubricated.
- 12 V battery – Load-test annually from year three; expect 4–6 years of life in many climates.
The timing chain has no fixed replacement interval. Investigate start-up rattles, timing-correlation trouble codes, or unusual cam/crank readings promptly.
Key fluid and torque considerations
- Use Toyota-approved or equivalent fluids (WS ATF, Super Long Life coolant, correct gear oil grades). Mixing generic coolants or ATF types can cause expensive damage.
- Follow torque specs from the service manual, especially for wheel nuts, suspension components and critical engine fasteners.
Buyer’s checklist (used Tundra 4×4)
When evaluating a used Tundra 5.7 4×4:
- Underbody and frame – Inspect frame rails, crossmembers and rear spring mounts for rust. Light surface corrosion is normal; scaling, holes or soft spots are serious red flags.
- 4×4 operation – On a test drive, verify smooth engagement of 4H and 4L on a loose surface, without grinding or binding. Warning lights or refusal to shift mode suggest actuator or transfer-case issues.
- Powertrain – From cold, listen for exhaust ticks, air-injection pump whine, or abnormal rattles. On the road, feel for harsh shifts, flare between gears, or converter shudder.
- Fluids – Check for milky oil or coolant, burnt ATF, or metallic diff oil.
- Suspension and steering – Drive over bumps and listen for clunks; check for wandering, off-centre steering wheel, or uneven tyre wear.
- Electronics and safety – Ensure all warning lamps illuminate at key-on and then go out. On TSS-P trucks, test radar cruise, lane-departure alert and pre-collision warnings where safe.
Ask for:
- Service records for oil, coolant, diffs, transfer case and transmission.
- Documentation of completed recalls and campaigns.
- Evidence of professional installation for lift kits, wheels/tyres, or aftermarket tow hardware.
Which years and trims to prioritise
- Best all-rounders – 2018–2021 SR5, Limited, 1794 and Platinum 5.7 4×4 trucks with TSS-P provide the strongest mix of safety, features, and proven mechanicals.
- Value picks – 2014–2017 SR5 or Limited 5.7 4×4 with Tow Package and clean frames can offer excellent value if maintenance is documented.
- High-mileage workhorses – Still viable if priced correctly and if frame, powertrain and 4×4 hardware pass inspection; budget for suspension refresh and possible air-injection or manifold work.
Driving feel and off-road use
The Tundra 5.7 4×4 drives exactly like the traditional full-size pickup it is: big, bluff, and confidence-inspiring when loaded, with honest trade-offs in refinement and fuel economy.
Ride, handling and noise
Unladen, the rear leaf springs are tuned for payload and towing, so the truck can feel firm and a bit bouncy over broken pavement, especially with 20-inch wheels and stiff highway-pressure tyres. With 200–300 kg (400–600 lb) in the bed, the ride often smooths out noticeably.
Steering is hydraulic and reasonably direct for a big truck, though still light on feel compared with modern electric-assisted systems. Body roll is moderate and predictable. Stability control steps in gently if you over-commit on low-grip surfaces.
Wind and tyre noise are more noticeable than in newer rivals, particularly at motorway speeds. Later trucks with better sound insulation and refined tyres fare slightly better, but the Tundra never reaches the near-SUV quietness of some high-end competitors.
Powertrain character
The 3UR-FE V8 is the star of the show:
- Strong low- and mid-range torque makes city driving and merging easy even with a load.
- Power delivery is linear, with a smooth, deep V8 note that many owners enjoy.
- No turbo lag or complex hybrid transitions; response is predictable in hot and cold weather.
The 6-speed automatic favours smooth shifts and durability. In normal mode it upshifts early to contain noise and fuel use; in Tow/Haul mode it holds lower gears longer, downshifts sooner on grades, and helps control speed when descending hills with a trailer.
Real-world fuel economy and range
For a typical CrewMax 5.7 4×4:
- City – Commonly around 19–22 l/100 km (10–12 mpg US) depending on traffic and driving style.
- Highway (100–120 km/h) – Often 14–16 l/100 km (15–17 mpg US) if driven steadily with stock tyres and moderate weather.
- Mixed – Many owners report averages around 15–18 l/100 km (13–16 mpg US).
Towing a large trailer or driving into strong headwinds can easily increase consumption by 25–40 percent. With the available 38-gallon (≈ 144-litre) tank on many 5.7 trucks, usable range remains respectable even with heavy loads.
Off-road capability and traction
The Tundra’s part-time 4×4 system is honest and effective when used correctly:
- 2H for normal dry pavement.
- 4H for snow, gravel, mud or wet dirt roads.
- 4L for slow rock crawling, steep climbs, or controlled descents.
Ground clearance is broadly adequate for light to moderate off-road work, and TRD Off-Road / TRD Pro trucks add better shocks, skid plates and tyres that can cope with deeper ruts and rocks. The limiting factors are overall size, weight, and absence of factory front or rear locking differentials.
On slippery or icy roads, 4H makes a dramatic difference in traction and stability compared with 4×2 models. Modern traction and stability control help, but winter-rated tyres still matter and can transform behaviour.
Load and towing behaviour
With the 5.7 V8, Tow Package and 4×4 hardware, the Tundra feels composed with moderate to heavy trailers when:
- Tyre pressures on truck and trailer are correct.
- Tongue weight is within spec and distributed properly.
- Tow/Haul mode is engaged on hilly routes.
Temperatures remain manageable when the cooling system is healthy, and the 6-speed’s gearing allows the engine to sit in its torque band without constant hunting. Expect fuel consumption to worsen significantly under heavy tow – sometimes into the mid-20s l/100 km (single-digit mpg US) with large box trailers or high speeds.
How Tundra 4×4 compares
Against contemporary half-ton 4×4 rivals, the 2014–2021 Tundra 5.7 sits as the conservative, long-term-ownership choice rather than the technology or fuel-economy leader.
Versus Ford F-150 4×4
- Tundra strengths
- Simple, naturally aspirated 5.7-litre V8 with a long track record and no turbos or cylinder deactivation.
- Proven 6-speed automatic that is easier and often cheaper to service than some 10-speed units.
- Robust frame and good tolerance for heavy, repeated towing.
- F-150 strengths
- Much broader engine range, including efficient turbo V6 options and later 10-speed transmissions.
- Better crash-test performance and advanced driver aids in many trims, especially later models.
- Lighter aluminium body (from 2015) improves payload, towing and fuel economy.
Versus Chevrolet Silverado / GMC Sierra 1500 4×4
- Tundra advantages
- Avoids some of the lifter and cylinder-deactivation concerns seen on certain GM V8s.
- Straightforward emissions and fuel-saving systems compared with the most complex GM variants.
- GM advantages
- More modern interiors, ride comfort and quietness, particularly on coil-rear or air-suspension variants and higher trims.
- Wider mix of configurations and powertrains to target efficiency or performance.
Versus Ram 1500 4×4
- Tundra advantages
- Simple leaf-spring rear suspension with fewer complex parts than Ram’s multi-link coil or air suspensions.
- Conservative powertrain with fewer potential long-term air-suspension or hybrid-system repair costs.
- Ram advantages
- Often class-leading ride quality and cabin refinement.
- Advanced interior design, storage solutions and infotainment, especially in later 4th- and 5th-generation trucks.
Versus Nissan Titan 4×4
- Tundra advantages
- Stronger resale value in many markets.
- Larger owner and aftermarket community, aiding parts availability and technical support.
- Titan advantages
- In some years, competitive power and features, but with a smaller sales footprint.
Who the Tundra 5.7 4×4 suits best
You are the target buyer if you:
- Value long-term durability, straightforward mechanicals and predictable behaviour over cutting-edge tech.
- Regularly tow or haul in hot, cold or remote conditions and want a truck that “just works.”
- Can live with higher fuel consumption in exchange for a proven, naturally aspirated V8.
- Prefer a truck with extensive aftermarket support and a reputation for going very high mileage with basic, consistent maintenance.
If you prioritise fuel economy, cutting-edge driver-assistance, or a luxury-SUV-like cabin, a newer-generation competitor may suit you better. If you want a tough, traditional 4×4 V8 truck that rewards careful ownership with a long service life, the 2014–2021 Toyota Tundra 5.7 4×4 remains a very strong candidate.
References
- Toyota Manuals and Warranties | Toyota Owners 2024 (Owner’s Manual)
- 2014 Toyota Tundra Product Information 2013 (Press Release)
- 2016 Toyota Tundra crew cab pickup 2016 (Safety Rating)
- Compare Side-by-Side – 2016 Toyota Tundra 4WD 5.7L 2016 (Fuel Economy Data)
- Vehicle Details – 2016 TOYOTA TUNDRA CREW MAX 4WD 2016 (Recall Database)
Disclaimer
This article is intended for informational purposes only and is not a substitute for professional diagnosis, repair advice, or official service documentation. Specifications, torque values, fluid types, and maintenance intervals can vary with VIN, production date, market, trim level, and optional equipment. Always verify procedures and values against the official owner’s manual, factory workshop information, and current technical bulletins for your specific vehicle, and consult a qualified technician when in doubt.
If you found this guide helpful, please consider sharing it with other owners and enthusiasts on platforms such as Facebook or X/Twitter. Your support helps xcar continue to produce accurate, practical resources for drivers.