The 2009–2013 Toyota Tundra 4×4 with the 3UR-FBE 5.7-liter V8 is a very specific configuration: a full-size half-ton pickup with a heavy-duty chassis, part-time four-wheel drive, and a flex-fuel version of Toyota’s big UR-series engine. In everyday use it behaves much like the standard 5.7 Tundra, with strong acceleration, confident towing manners, and a straightforward, work-oriented interior. The difference lies in the fuel system and calibrations that allow it to run on E85 as well as regular gasoline.
For owners, this Tundra is about long-term utility more than cutting-edge tech. There is no turbocharging, no small-displacement engine working hard to move a big truck, and no complex multi-clutch transmissions. Instead, you get a naturally aspirated V8, a six-speed automatic, and a conventional part-time 4×4 system with low range. That combination offers durability and predictability, but it also means higher fuel use, especially when taking advantage of the flex-fuel capability.
Essential Insights
- Flex-fuel 3UR-FBE V8 offers V8 performance with the option of running gasoline, E85, or any mix in between.
- Part-time 4×4 with low range, big brakes, and a tow package makes this Tundra comfortable with trailers near 9,000–10,000 lb when correctly equipped.
- E85 typically increases fuel consumption by around 20–30% compared with gasoline, so local pricing is crucial for running costs.
- Common watch points include secondary air-injection faults, underbody corrosion in salt regions, and front driveline wear on high-mileage 4×4 trucks.
- A sensible baseline service plan is engine oil every 5,000 miles / 8,000 km and full 4×4 driveline fluid changes about every 60,000 miles / 100,000 km.
Explore the sections
- Toyota 3UR-FBE 4×4 fundamentals
- Toyota 3UR-FBE 4×4 specs
- Grades and safety in Tundra 4×4
- Reliability patterns and known issues
- Maintenance schedule and buying tips
- On-road and off-road driving feel
- How this Tundra 4×4 compares
Toyota 3UR-FBE 4×4 fundamentals
At the heart of this Tundra sits the 3UR-FBE, a 5.7-liter V8 from Toyota’s UR engine family. It is closely related to the 3UR-FE used in many Tundras, Sequoias, Land Cruisers, and Lexus LX models. The key difference is that the 3UR-FBE is built and calibrated to operate on E85 ethanol as well as conventional gasoline, with ethanol-tolerant fuel-system components and engine management that can adapt to different fuel blends.([engine-specs.net][1])
In practical terms, this means that the engine still offers around 381 hp and more than 400 lb-ft of torque, depending on exact rating and market, while giving owners the option to choose the most suitable fuel at the pump. The underlying hardware remains conservative: an aluminum block and heads, dual overhead cams with four valves per cylinder, chain-driven camshafts, and dual VVT-i on intake and exhaust. That layout favors longevity and stable performance over very high specific output.
For the 2009–2013 model years, the 3UR-FBE was offered as an option on certain Tundra trims, typically paired with the AB60F six-speed automatic and a part-time 4×4 transfer case. The truck sits on a fully boxed ladder frame with double-wishbone front suspension and a solid rear axle on leaf springs. This is not a lightweight or highly optimized platform; it is intended to tow, haul, and survive rough use over many years.
Flex-fuel hardware does not dramatically alter the driving feel compared with the standard 3UR-FE. On gasoline, response, sound, and output are essentially the same. On E85, the engine may feel slightly different in cold weather, but most drivers mainly notice the change at the pump: you use more volume of fuel to travel the same distance. This is inherent to E85’s lower energy content per liter.
For buyers, the bigger decision is whether the combination of a traditional full-size truck, robust 4×4 hardware, and flex-fuel capability fits their needs. If you tow frequently, use unpaved roads or job sites, and have access to attractively priced E85, the 3UR-FBE 4×4 can make sense. If you mostly drive lightly loaded highway miles, some competitors with smaller engines or more advanced transmissions may use less fuel.
Toyota 3UR-FBE 4×4 specs
Exact numbers vary with cab, bed, and equipment, but the tables below outline typical specifications for a 2009–2013 Toyota Tundra 4×4 with the 3UR-FBE engine.
Engine and performance
| Item | Specification |
|---|---|
| Engine code | 3UR-FBE flex-fuel V8 |
| Displacement | 5.7 L (5,663 cc) |
| Configuration | 90° V8, aluminum block and heads |
| Valvetrain | DOHC, 32 valves, dual VVT-i |
| Bore × stroke | 94.0 × 102.0 mm (3.70 × 4.02 in) |
| Compression ratio | About 10.2:1 |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection, E85 compatible |
| Fuels | Unleaded gasoline, E85, or blends up to 85% ethanol |
| Typical power range | Around 370–380 hp near 5,600 rpm (model-dependent)([engine-specs.net][1]) |
| Typical torque range | Around 390–400 lb-ft near 3,600 rpm |
Fuel economy (representative)
These figures are typical for 4×4 5.7 Tundras with flex-fuel capability; actual numbers vary by configuration and driving style.
| Fuel and use | Approximate consumption |
|---|---|
| Gasoline, city | ~13–14 mpg US (17–18 L/100 km) |
| Gasoline, highway | ~17–18 mpg US (13–14 L/100 km) |
| Gasoline, combined | ~15–16 mpg US (15–16 L/100 km) |
| E85, city | Often ~10 mpg US (≈24 L/100 km) |
| E85, highway | Often ~13 mpg US (≈18 L/100 km) |
| E85, combined | Often ~11–12 mpg US (≈20–21 L/100 km) |
Transmission and 4×4 driveline
| Item | Specification |
|---|---|
| Transmission | AB60F six-speed automatic (4×4) |
| Gear ratios (1st–6th) | Approx. 3.33 / 1.96 / 1.35 / 1.00 / 0.73 / 0.59 |
| Reverse | Around 3.06 |
| Transfer case | Part-time 4×4 with 2H / 4H / 4L, electronic selection |
| Front differential | Open |
| Rear differential | Open differential with brake-based limited-slip logic |
| Typical axle ratio | Often 4.30:1 with tow package on 5.7 4×4 trucks([DealerProcess][2]) |
Chassis and dimensions (typical 4×4 Double Cab / CrewMax)
| Item | Specification (approximate) |
|---|---|
| Frame | Fully boxed ladder frame |
| Front suspension | Double wishbone, coil springs, gas shocks |
| Rear suspension | Solid axle, leaf springs |
| Steering | Rack-and-pinion with hydraulic assist |
| Brakes | Large ventilated discs front and rear |
| Wheel sizes | 17–20 in, depending on trim and package |
| Ground clearance | Around 10 in (≈255 mm) on many 4×4 models |
| Curb weight | Roughly 5,300–5,700 lb (2,400–2,585 kg) |
| GVWR | Around 7,000–7,400 lb (3,175–3,355 kg) |
| Fuel tank | About 26 gal (≈100 L)([DealerProcess][2]) |
Performance and towing
| Item | Typical range |
|---|---|
| 0–60 mph | Low-to-mid 6-second range in lighter trims |
| Top speed | Limited to around 109 mph (≈175 km/h) |
| Max towing (properly equipped) | Up to roughly 10,400 lb on certain 5.7 trucks([DealerProcess][2]) |
| Typical payload | Roughly 1,400–1,700 lb, depending on wheelbase and options |
Fluids and service capacities (typical values)
| System | Fluid type | Approximate capacity |
|---|---|---|
| Engine oil | 0W-20 or 5W-20 to Toyota spec | Around 7.4–7.9 qt (7.0–7.5 L) with filter |
| Engine coolant | Toyota Super Long Life Coolant | Around 12–14 L total |
| Automatic transmission | Toyota ATF WS | Around 10–11 L (total fill) |
| Front differential | 75W-85 or 75W-90 gear oil | ≈1.2–1.5 L |
| Rear differential | 75W-85 or 75W-90 gear oil | ≈3.0 L |
| Transfer case | ATF or gear oil per manual | ≈1.5–2.0 L |
Owners should verify all specifications and capacities against the manual and VIN-specific data for their own truck.
Grades and safety in Tundra 4×4
The 3UR-FBE 4×4 did not belong to a single special edition; it was an engine option available on mainstream trims in markets that supported flex-fuel. In North America, this typically meant fleet-focused and value-oriented versions, but private buyers could also order a flex-fuel 5.7 4×4 if the dealership and region allowed it.
Typical trim patterns with 3UR-FBE 4×4
- Work-focused grades:
Regular Cab or Double Cab trucks with simple interiors, vinyl or basic cloth seats, and minimal options. These often served in municipal or commercial fleets that favored E85. - SR5-style mid-level trims:
Commonly found with cloth interiors, power accessories, upgraded audio, and alloy wheels. Many private-owner 3UR-FBE 4×4 trucks fall into this category, especially Double Cab and CrewMax configurations equipped for towing. - Higher trims (Limited and similar):
In some markets, the flex-fuel V8 could also be combined with more luxurious trims that brought leather, dual-zone climate control, and advanced audio. However, many of the most fully loaded Tundras used the standard 3UR-FE rather than the flex-fuel version.
Options such as the TRD Off-Road package and the tow package overlay these trims. TRD Off-Road brings additional skid plates, unique wheels and tires, and firmer dampers, improving the Tundra’s composure on rough surfaces. The tow package typically pairs the 5.7 V8 with a 4.30 axle ratio, heavy-duty cooling, a hitch receiver, and the necessary wiring for trailer lights and brakes.([DealerProcess][2])
Identifying a 3UR-FBE truck
A quick way to check flex-fuel status is to decode the VIN. On 5.7 Tundras of this era, the fifth character usually distinguishes the engines: one letter for the standard gasoline 3UR-FE and another (commonly “W”) for the flex-fuel 3UR-FBE. A fuel-filler label indicating E85 compatibility and, in some trucks, external “Flex Fuel” or “FFV” badging provide additional confirmation.([tundratalk.net][3])
Build sheets, window stickers, or Toyota’s own lookup tools can confirm the engine code if there is doubt.
Safety systems and crash performance
All 2009–2013 Tundra 4×4 trucks share a robust passive safety package:
- Dual-stage front airbags and seat-mounted side airbags for front occupants.
- Full-length side-curtain airbags covering at least the first and second rows.
- LATCH/ISOFIX anchor points on rear seats (where fitted).
- Anti-lock brakes with electronic brake-force distribution and Brake Assist.
- Vehicle stability control and traction control.
In IIHS testing, extended-cab and crew-cab Tundras from this generation achieved good marks in key crashworthiness tests such as moderate-overlap frontal, side, roof strength, and head restraints, and certain configurations were named Top Safety Pick for 2012.([IIHS Crash Testing][4])
From the NHTSA side, trucks in this family earned strong frontal ratings and credible overall performance for the time.([NHTSA][5])
Advanced driver-assistance systems were not yet common on pickup trucks in this era, so features like automatic emergency braking, adaptive cruise control, and lane-keeping assist are absent. Later-model Tundras and modern rivals often offer a full suite of ADAS; buyers comparing across generations should be aware of this gap.
Reliability patterns and known issues
The Tundra’s 5.7-liter V8 and 4×4 drivetrain have a good reputation for longevity when serviced regularly, and many trucks reach high mileages with original major components. The flex-fuel 3UR-FBE shares this foundation, but there are still patterns worth noting.
Engine-related issues
- Secondary air-injection system:
This emissions system, used to inject fresh air into the exhaust stream during cold starts, can suffer from moisture intrusion and internal corrosion in pumps and valves. When it fails, owners may see check-engine lights, reduced power, or limp-home behavior. Repair costs can be significant if components need replacement. - Water pump seepage:
Over time, the water pump may develop coolant seepage at the weep hole or gasket areas. Initially this may show as dried coolant traces; later it can lead to coolant loss and overheating risk if ignored. - Oil leaks at cam towers and valve covers:
Light seepage from upper engine covers is fairly common as seals age. Severe leaks can lead to oil reaching exhaust components, so it is worth inspecting the engine for wet areas and burnt-oil smells. - Oil consumption and extended intervals:
Most 3UR-family engines respond well to regular oil changes with the correct viscosity. However, high-mileage engines subjected to long intervals or heavy towing may begin using more oil. Checking level between services is a sensible habit.
Flex-fuel use adds its own considerations:
- Long-term storage with a tank full of E85 can increase the risk of corrosion or varnish in the fuel system, especially if the truck is not driven regularly.
- Cold-weather starting can be more sensitive on high-ethanol blends, making a healthy battery and ignition system important.
- Dirty or failing injectors can cause misfires or rough running, particularly if fuel quality has been poor.
4×4 driveline and chassis
The 4×4 system is robust but not immune to wear:
- Front CV joints and boots:
Torn boots allow grease to escape and contamination to enter, which eventually leads to clicking or vibration on turns under power. Inspections should include looking for cracked or oily CV boots. - Differential and transfer-case seals:
Seepage from pinion or output seals can progress to visible leaks if not addressed. Low fluid levels in these components can cause expensive damage. - 4×4 actuator issues:
If the truck spends most of its life in 2H, the shift actuator on the transfer case may become sluggish. Periodically engaging 4H and 4L, even on dry days in a straight line on loose surfaces, helps keep mechanisms moving. - Wheel bearings and suspension bushings:
Heavy wheels and tires, plus towing, load up front wheel bearings and control-arm bushings. Symptoms include humming noises as speed increases or vague steering. - Frame and underbody corrosion:
In regions with heavy road salt use, frame rails, crossmembers, spring mounts, and brake lines can corrode severely. This can become the limiting factor for the truck’s service life, regardless of engine condition.
Electrical and interior concerns
Electronics on these trucks are relatively simple by modern standards, but owners should still check:
- Instrument-cluster illumination and gauge accuracy.
- Airbag, ABS, and stability-control warning lights for stored faults.
- Operation of power windows, locks, and seat controls.
- Function of rear-view cameras and parking sensors, where equipped.
Recalls and service actions
Trucks from this era have had several recalls covering areas such as frame corrosion treatment, pedal and floor-mat interactions, and tire-pressure monitoring calibration, among others. It is important to check the VIN in official recall databases and confirm that all campaigns and limited service actions are complete, especially if previous owners used multiple dealers or moved across regions.([Cars.com][6])
Maintenance schedule and buying tips
A proactive maintenance plan is the best way to keep a 3UR-FBE Tundra 4×4 reliable, especially when towing, using E85, or operating in harsh climates. The schedule below is a practical baseline; official guidance can vary by market and model year.
Core maintenance intervals (typical baseline)
- Engine oil and filter:
Every 5,000 miles (8,000 km) or 6 months, whichever comes first. Shorten the interval if you tow heavily, drive off-road often, or rely mainly on E85. - Engine air filter:
Inspect around 15,000 miles (24,000 km); replace by 30,000 miles (48,000 km) or sooner in dusty environments. - Cabin air filter:
Replace every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years. - Spark plugs (iridium):
Typically around 120,000 miles (190,000 km). Trucks used intensively on E85 or under heavy loads may benefit from inspection or earlier replacement. - Coolant:
First change roughly at 100,000 miles (160,000 km) or 10 years, then about every 50,000 miles (80,000 km) or 5 years. - Automatic transmission fluid (ATF WS):
Drain-and-fill service around every 60,000–90,000 miles (100,000–150,000 km). Shorter intervals are sensible for frequent towing or hot climates. - Front and rear differentials:
Replace gear oil around every 60,000 miles (100,000 km), halving the interval for severe service (off-road, heavy towing, or frequent short trips). - Transfer case:
Change fluid around every 60,000 miles (100,000 km) or when contamination is suspected. - Brake fluid:
Flush every 3 years to maintain pedal feel and protect internal components. - Serpentine belt and coolant hoses:
Inspect annually; replace the belt around 90,000–120,000 miles (145,000–190,000 km) or at the first signs of cracking or glazing. - Tire rotation and alignment:
Rotate tires every 5,000–7,500 miles (8,000–12,000 km). Check alignment if you notice uneven wear or altered steering behavior. - 12 V battery:
Load-test yearly from year four onward; replace proactively in harsh climates to avoid no-starts.
Fluid specifications and torque awareness
Using the correct specification fluids (engine oil viscosity, ATF type, gear-oil grade, and coolant type) is essential for durability. So is tightening drain plugs, wheel nuts, and suspension fasteners to the proper torque values. Over-tightening can strip threads or distort components, while under-tightening can cause leaks or loosening.
Buyer’s checklist for a used 3UR-FBE 4×4
When shopping for a 2009–2013 Tundra flex-fuel 4×4, consider:
- Confirm the engine and fuel capability.
Verify VIN details and physical labels to ensure you are getting a 3UR-FBE, not a gasoline-only variant, if flex-fuel is a requirement. - Inspect the frame and underbody thoroughly.
Pay special attention to the frame around suspension mounts, the spare-tire area, and brake and fuel lines. Severe structural rust is a major red flag. - Check for fluid leaks.
Look at the engine (front cover, valve covers, oil pan), differentials, and transfer case. Addressing leaks early is far cheaper than repairing damage from low fluid levels. - Test the 4×4 system.
On a suitable surface, confirm that 4H and 4L engage promptly and that no unusual noises or binding occur. - Review service records.
Seek evidence of regular oil changes with the correct grade, timely coolant and ATF services, and any recall or campaign work completed. - Evaluate tires, brakes, and suspension.
Bald or mismatched tires, worn shocks, clunks over bumps, or steering wander may indicate deferred maintenance.
Desirable configurations
- Best all-rounders:
SR5 Double Cab or CrewMax 4×4 with tow package, clean frame, moderate mileage, and documented maintenance. - Fleet trucks:
These can offer good value if structurally sound but may have higher mileage and more cosmetic wear. Adjust expectations and budget for reconditioning.
On-road and off-road driving feel
On the road, the Tundra 4×4 with the 3UR-FBE behaves like a traditional big V8 pickup. It feels heavy but responsive, and the powertrain is tuned for straightforward, predictable behavior rather than maximum efficiency.
Engine and transmission character
The 5.7 V8 delivers strong low- and mid-range torque, which makes getting up to speed or merging onto highways easy even with passengers and cargo. The six-speed automatic shifts smoothly in normal driving, with programming that favors early upshifts for comfort and fuel economy. When you need more power, the transmission downshifts promptly, and tow/haul mode helps hold lower gears on grades and during towing.
On E85, the engine generally feels very similar at light and medium throttle, though some drivers in cold climates may notice slightly different cold-start behavior. The main distinction is that fuel stops come more often if you drive the same routes and loads on E85 versus gasoline.
Ride, handling, and noise
The ride reflects the truck’s priorities. Unladen, the rear suspension can feel firm, especially over sharp bumps or broken pavement. Adding a modest bed load smooths things out by bringing the leaf springs into a more settled part of their travel. On the highway, straight-line stability is good, and the truck resists large body motions once you are up to speed.
Steering effort is light for a vehicle this size, with a relaxed on-center feel that suits long-distance driving more than precise cornering. Body roll in turns is noticeable but controlled, and the big brakes fitted to 5.7-equipped Tundras provide reassuring stopping power when maintained correctly.
Noise levels are reasonable for a full-size pickup of this era. Expect some wind noise from the mirrors and some tire noise depending on your tire choice, but the V8 settles into a subdued background sound at steady speeds.
4×4 behavior and off-road capability
The part-time 4×4 system allows you to run in 2H on dry pavement, minimizing wear and driveline wind-up, then shift into 4H on loose or slippery surfaces. 4L is available for slow, high-torque situations such as steep climbs, descents, or careful maneuvering with a heavy trailer.
Ground clearance, skid plates (if equipped), and overall robustness make the truck happy on job sites, forest roads, and unpaved tracks. Its size and turning circle do limit agility in tight spaces, and the front overhang means this is not a rock-crawling specialist, but for most owners’ off-pavement needs it is more capable than the RWD version.
Fuel economy and towing in practice
Real-world fuel economy on gasoline typically lands in the mid-teens in mixed driving, with high-teens possible on steady highway runs at moderate speeds. On E85, many owners see numbers in the low teens or high single digits in similar conditions, especially with larger tires or accessories.
When towing, the 3UR-FBE 4×4 feels confident with trailers in the mid-weight range that are within its rating. Acceleration remains adequate, engine and transmission temperatures stay manageable when the cooling system is healthy, and the long wheelbase and tow package hardware contribute to stability. The main compromises are increased fuel use—especially noticeable on E85—and shorter range between fuel stops.
How this Tundra 4×4 compares
Within the 2009–2013 half-ton landscape, the flex-fuel 3UR-FBE Tundra 4×4 sits between more economy-focused configurations and more feature-rich, tech-heavy rivals. Its appeal rests on durability, simplicity, and straightforward capability.
Advantages compared with rivals
- Proven naturally aspirated V8:
The 3UR family is known for handling high mileages when maintained properly. There is no turbocharger, complex multi-turbo layout, or exotic valve timing strategy relying on frequent software updates. - Robust 4×4 and towing hardware:
The combination of fully boxed frame, big brakes, tow package, and part-time 4×4 with low range provides confidence both when towing and when leaving paved roads. - Crash performance:
Strong results in key crash tests and recognition in safety awards for certain configurations underline that the Tundra’s basic structure and restraint systems perform well in the scenarios assessed by IIHS and other bodies.([IIHS Crash Testing][4]) - Predictable ownership experience:
The relatively simple electronics and mechanical systems reduce the number of potential failure points compared with more heavily optioned or experimental drivetrains.
Areas where competitors may lead
- Fuel economy:
Competitors introduced downsized turbocharged engines, more advanced transmissions, and aggressive cylinder deactivation strategies that can deliver better fuel economy on gasoline. For drivers covering high annual mileage, this may outweigh powertrain simplicity. - Cabin technology and ADAS:
Later domestic rivals often included larger touchscreens, factory trailer-brake controllers, more refined interiors, and early versions of advanced driver-assistance features. By comparison, the 2009–2013 Tundra feels more basic inside. - Range of configurations and special packages:
Some rivals offered a wider selection of axle ratios, off-road specials, and tailored appearances. The Tundra’s range is solid but not as extensive.
Who the 3UR-FBE 4×4 suits best
This Tundra is particularly well suited to:
- Owners who prize a naturally aspirated V8 and are willing to accept higher fuel use in exchange for durability.
- Drivers who need genuine 4×4 capability and frequent towing in the 5,000–8,000 lb range.
- Shoppers who operate in areas with E85 availability and potential price advantages or regulatory incentives.
- Buyers who prefer simpler electronics and can live without the latest infotainment and driver-assistance features.
For those primarily focused on fuel savings, cutting-edge technology, or a more luxurious cabin, a newer half-ton from any brand may be more attractive. But if you find a rust-free, well-maintained 2009–2013 Tundra 3UR-FBE 4×4, it can deliver years of confident service as both a work tool and a family hauler.
References
<a href="https://www.engine-specs.net/toyota/3ur-fbe.html">Toyota 3UR-FBE</a>2025 (Technical Overview)<a href="https://cdn.dealereprocess.org/cdn/brochures/toyota/2012-tundra.pdf">2012 Toyota Tundra</a>2012 (Brochure / Specifications)<a href="https://www.iihs.org/ratings/vehicle/toyota/tundra-extended-cab-pickup/2012">2012 Toyota Tundra</a>2012 (Safety Rating)<a href="https://www.nhtsa.gov/vehicle/2010/TOYOTA/TUNDRA%20CREW%20CAB">Vehicle Detail Search - 2010 TOYOTA TUNDRA CREW CAB</a>2010 (Ratings and Recall Database)<a href="https://www.cars.com/research/toyota-tundra-2010/recalls/">2010 Toyota Tundra Recalls</a>2010 (Recall Summary)
Disclaimer
This article is intended for informational purposes only and does not replace professional diagnosis, repair advice, or official service procedures. Specifications, fluid types and capacities, torque values, and maintenance intervals can vary by VIN, model year, market, and equipment level, and they may change as manufacturers issue updates or new technical bulletins. Always confirm critical information using the official Toyota owner’s manual, factory service documentation, and current recall or service-campaign data, or consult a qualified technician before carrying out any work on your vehicle.
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