The third-generation Toyota Tundra (XK70) with the 4×4 system and the 3.4-liter V35A-FTS twin-turbo V6 is designed for drivers who split their time between pavement and rough ground. In SR tune it makes 348 hp and 405 lb-ft of torque, paired with a 10-speed automatic and a part-time four-wheel-drive system with low range. That combination gives you strong low-rpm pull, confident towing, and more security on snow, gravel, or mud than the rear-drive version.
Toyota moved this generation to a fully boxed frame, coil-spring rear suspension, and a much more advanced safety and driver-assistance suite. At the same time, the truck became more complex, especially under the hood. Turbochargers, high-pressure direct injection, and extensive software control mean that staying ahead on maintenance and recalls is now essential. For owners willing to do that, a 2021–2022 4×4 Tundra with the 348 hp V35A can be a very capable one-truck solution for work, family, and weekend trails.
Owner Snapshot
- 4×4 Tundra with the 348 hp V35A twin-turbo V6 offers strong torque, a 10-speed automatic, and a robust part-time four-wheel-drive system with low range.
- Boxed frame, coil-spring rear suspension, and standard Toyota Safety Sense give the 4×4 Tundra a refined ride and excellent crash protection.
- Properly equipped 4×4 gas models can tow around 8,200–11,000 lb depending on cab, bed, axle ratio, and tow package selection.
- Key caveat: V35A-equipped trucks are subject to engine-bearing recalls; any used 4×4 Tundra should have its VIN checked and recall history documented.
- A sensible oil-change target for mixed use and occasional towing is every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months with full-synthetic oil.
What’s inside
- Toyota Tundra 4×4 XK70 fundamentals
- Toyota Tundra 4×4 engine and data
- 4×4 Tundra trims safety and tech
- Reliability patterns and service campaigns
- Maintenance planning and buyer guide
- Driving performance on and off road
- Tundra 4×4 versus main rivals
Toyota Tundra 4×4 XK70 fundamentals
The XK70-generation Tundra launched for the 2022 model year (with production starting in late 2021) and replaced a long-running second generation. It is the first Tundra without a V8 option, instead offering only a 3.4-liter twin-turbo V6 in several output levels and an optional hybrid. The configuration in focus here is the non-hybrid 4×4 model with the base V35A-FTS tune of 348 hp and 405 lb-ft, used mainly in SR-grade trucks.
This engine is aluminum, with chain-driven dual overhead cams, 24 valves, and a combination of direct and port fuel injection. Two water-cooled turbochargers feed an intercooler, and software heavily manages boost, timing, and fuel delivery. In the 348 hp 4×4 tune, the emphasis shifts slightly from outright power to durability and low-rpm torque, which suits towing and off-road work.
All 4×4 gas Tundras use a 10-speed electronically controlled automatic with closely stacked lower gears and three overdrives. The transmission is tuned to hold gears on grades, and tow/haul modes alter shift timing to control heat and reduce hunting. Behind that sits a part-time four-wheel-drive transfer case with 2H, 4H, and 4L ranges. There is no center differential, so 4H and 4L are intended for low-traction surfaces; on dry pavement the truck should stay in 2H to avoid driveline wind-up.
Most trims pair the 4×4 system with an Auto LSD function for the rear axle. This is a brake-based traction aid that simulates a limited-slip differential by braking a spinning wheel and directing torque to the wheel with more grip. It works surprisingly well in snow, loose gravel, or muddy two-tracks, but it is still not a true locking differential. Some TRD Off-Road and TRD Pro variants add extra off-road tuning, multi-terrain drive modes, and crawl control, further improving low-speed control in difficult terrain.
Underneath, the boxed frame and multi-link coil-spring rear suspension significantly change how the truck behaves compared with older, leaf-spring Tundras. The design improves ride comfort and axle articulation, especially when combined with off-road shocks or higher-spec dampers on some trims. The 4×4 layout raises curb weight and slightly reduces fuel economy when compared with 4×2 models, but many owners accept that in exchange for better traction and confidence off-road or in poor weather.
For buyers, the 3.4-liter 4×4 Tundra in 348 hp form sits at the practical end of the range: it offers the key chassis and drivetrain upgrades of the new generation without the extra cost and complexity of the hybrid system or higher-output tune.
Toyota Tundra 4×4 engine and data
This section focuses on non-hybrid 4×4 gas Tundras with the 348 hp i-FORCE V35A-FTS engine, mainly found in SR-grade trucks in 2021–2022 production.
Engine and performance (i-FORCE V35A-FTS 348 hp 4×4)
| Parameter | Value |
|---|---|
| Engine code | V35A-FTS i-FORCE twin-turbo V6 |
| Displacement | 3,444 cc (3.4 L) |
| Layout | 60° V6, aluminum block and heads, DOHC, 24 valves |
| Bore × stroke | ~85.5 × 100.0 mm (3.37 × 3.94 in) |
| Fuel system | D-4ST direct plus port injection |
| Induction | Two water-cooled turbochargers with intercooler |
| Compression ratio | Around 10.5 : 1 (gas, non-hybrid) |
| Max power (SR) | 348 hp (≈260 kW) @ ~5,200 rpm |
| Max torque (SR) | 405 lb-ft (≈549 Nm) @ ~2,000 rpm |
| Recommended fuel | Regular unleaded (check local spec) |
| Emissions standard | U.S. EPA Tier 3 / LEV III equivalent in most markets |
Real-world owners typically see strong mid-range torque and relaxed highway cruising, with the twin turbos helping the engine pull well even when the truck is fully loaded.
Transmission and 4×4 driveline
| Parameter | Value |
|---|---|
| Transmission | 10-speed electronically controlled automatic (ECT-i) |
| Gear ratios (approx.) | 1st 4.92, 2nd 3.26, 3rd 2.35, 4th 1.94, 5th 1.53, 6th 1.19, 7th 1.00, 8th 0.80, 9th 0.66, 10th 0.61, Reverse 4.30 |
| Transfer case | Part-time 4×4 with 2H / 4H / 4L |
| Operating note | 4H/4L for low-traction surfaces; 2H for dry pavement |
| Drive type | Front-engine, 4×4 with front and rear prop shafts |
| Rear differential | Open with Auto LSD brake-based traction aid |
| Typical axle ratios | Around 3.31–3.55 (varies with tow / off-road packages) |
| Max tow rating (gas 4×4, properly equipped) | Often in the 8,200–11,000 lb range depending on cab, bed, and axle ratio |
| Typical payload (CrewMax 4×4 SR/SR5) | Roughly 1,700–1,850 lb |
Chassis, dimensions, and capability (typical 4×4 CrewMax)
| Parameter | Value |
|---|---|
| Frame | Fully boxed high-strength steel ladder frame |
| Front suspension | Double wishbone with coil springs and stabilizer bar |
| Rear suspension | Multi-link solid axle with coil springs and outboard shocks |
| Steering | Rack-and-pinion with electric power assist |
| Brakes | 4-wheel ventilated discs with ABS and stability control |
| Wheels / tyres | 18-inch steel or alloy; all-season or all-terrain tyres depending on trim |
| Ground clearance | Around 9.3 in (≈235 mm) |
| Approach / departure (most gas 4×4) | Around 21° / 24°; higher on TRD Pro or with lift kit |
| Length (CrewMax, standard bed) | Roughly 233–235 in (≈5,920–5,970 mm) |
| Width (without mirrors) | About 80 in (≈2,030 mm) |
| Height | Around 78 in (≈1,980 mm) depending on tyres and trim |
| Wheelbase (CrewMax) | About 145.7 in (≈3,700 mm) |
| Curb weight (gas 4×4) | Often 5,300–5,500 lb (2,400–2,495 kg) |
| Fuel tank | Roughly 22–24 US gal (83–90 L) |
EPA-type ratings for 4WD 3.4-liter gas Tundras tend to sit around 17 mpg city, 22 mpg highway, and 19 mpg combined, with some variation by exact configuration.
Fluids, capacities, and key torque values (typical guidance)
Always confirm by VIN and manual for your truck:
- Engine oil: 0W-20 full synthetic, around 7.3–7.9 US qt with filter
- Cooling system: pink Toyota Super Long Life Coolant; roughly 9–10 L total system capacity
- Automatic transmission fluid: Toyota WS; drain-and-fill volume around 4–5 L
- Transfer case oil: GL-4 or GL-5 gear oil (consult manual); roughly 1–2 L
- Front and rear axles: GL-5 75W-85 or 75W-90; capacities around 1.3–1.7 L (front) and 3 L (rear)
Common torque values (approximate):
- Wheel nuts: roughly 150 ft-lb (≈200 Nm)
- Oil drain plug: about 30 ft-lb (≈40 Nm)
- Differential drain/fill plugs: typically 35–40 ft-lb (≈47–54 Nm), but always confirm
Safety and assistance snapshot
Even in base SR 4×4 form, the truck typically includes:
- Multiple airbags including front, side, and curtain units (market-dependent)
- Vehicle Stability Control, traction control, trailer-sway control, and hill-start assist
- Toyota Safety Sense with forward collision warning, automatic emergency braking, adaptive cruise control, lane-keeping support, automatic high beams, and road-sign assist
Crew cab (CrewMax) and Double Cab 4×4 models have earned strong crash ratings, with top marks in many IIHS test categories.
4×4 Tundra trims safety and tech
The 4×4 drivetrain is available across much of the Tundra range, from work-oriented SR trucks to high-spec 1794 and TRD Pro variants. When you are focusing on the 348 hp engine tune, you will most often encounter SR and some SR5 4×4 trucks, but it is helpful to understand how the main trims differ.
SR 4×4 is the utility grade. It typically offers:
- Cloth seats and hard-wearing interior materials
- 18-inch steel wheels and all-season tyres
- An 8-inch touchscreen with smartphone integration
- Basic manual seat adjustments and a simple but functional gauge cluster
On SR 4×4 models, the emphasis is on cost and durability rather than luxury. Most trucks will have the 348 hp engine tune and a basic part-time 4×4 system with 2H/4H/4L and Auto LSD.
SR5 4×4 adds more comfort and customization. Common upgrades include:
- Alloy wheels and sometimes more aggressive tyre options
- Larger touchscreen and upgraded audio
- Optional TRD Off-Road package with off-road tuned shocks, skid plates, and drive-mode systems
- In many cases, the higher 389 hp engine tune instead of the 348 hp version
Moving up to Limited, Platinum, 1794, and TRD Pro 4x4s brings leather or synthetic-leather interiors, larger screens, panoramic roofs, premium audio, and additional off-road or towing equipment. Some of these trucks use the hybrid i-FORCE MAX powertrain rather than the 348 hp engine, but their 4×4 hardware layout is broadly similar.
Visually, trims are easy to tell apart. SR 4×4 models tend to have more black plastic on bumpers and grilles and simpler lighting, while SR5 and above move to more chrome or body-color trim and LED headlights. TRD Off-Road and TRD Pro trucks add unique wheels, badges, skid plates, and sometimes different grille designs and hood details.
From a safety standpoint, the important point is that the underlying cab structure is common across trims, and advanced driver-assistance features are widely standard rather than optional extras. The safest configurations often combine LED headlights (which tend to test better), full Toyota Safety Sense, and optional blind-spot monitoring with rear cross-traffic alert.
Towing and payload vary by trim and configuration. Typically:
- SR 4×4 Double Cab trucks with the 348 hp engine and the right axle and tow package can tow around the mid-8,000-lb range.
- CrewMax and higher trims, especially with additional features or hybrid systems, may see slightly lower payload ratings due to added weight.
- Some non-SR 4×4 gas Tundras, particularly with the 389 hp tune and tow package, approach 11,000 lb of tow rating.
Quick identifiers for 4×4 trucks include the 4×4 badge on the tailgate, the transfer case control (dial or switch) near the dash, and the presence of additional underbody protection or off-road controls on TRD packages. When shopping used, note the build sticker in the door jamb; it lists the GVWR, tyre sizes, and often the factory axle ratio, all of which matter for tow and payload calculations.
Finally, when it comes to safety and driver assistance after repairs, many ADAS features rely on properly calibrated cameras and radar sensors. Any windshield replacement, front bumper repair, or suspension height change (such as a lift kit) may require recalibration to keep systems like lane keeping and automatic braking operating correctly.
Reliability patterns and service campaigns
The 4×4 XK70 Tundra with the V35A-FTS engine combines Toyota’s long reliability heritage with a newer, more complex powertrain. It is capable of long life, but only if owners stay aware of emerging issues and recall campaigns.
The most significant topic is the engine main-bearing debris recall. Some V35A engines were produced with machining debris left in the crankcase that could adhere to the main bearings. Over time, especially under sustained high load (towing, steep grades, heavy acceleration), this can damage bearings and cause:
- Low-frequency knocking noises from the engine
- Rough running and misfires
- Loss of power, no-start, or complete engine seizure in extreme cases
Multiple recall campaigns have been launched for 2022–2024 Tundra and related Lexus models equipped with non-hybrid V35A engines. Remedies have included close inspection and, in many cases, complete engine replacement under warranty. More recently, the affected population has been expanded again, so even trucks that were previously unaffected may now be covered.
For a current or prospective owner, that means:
- Running a VIN check on official manufacturer and government recall sites
- Asking for paperwork showing recall completion, particularly if an engine was replaced
- Treating any new engine noises or warning lights as urgent until diagnosed
Beyond the bearing issue, other common or occasional concerns include:
- Oil leaks at cam covers or timing covers over time, especially in high-mileage or high-heat service
- Carbon buildup on intake valves (because of direct injection) over long mileage, potentially causing rough idle or reduced performance; the dual port-plus-direct system helps but does not eliminate this risk
- Turbocharger or boost-control faults, such as wastegate actuator problems or sensor issues, which usually trigger diagnostic trouble codes and reduced power
- Cooling system leaks at hoses or fittings, particularly on trucks used heavily for towing in hot climates
On the driveline side, the 10-speed automatic is generally robust but can show:
- Occasional harsh shifts or flare, often improved by software updates
- Sensitivity to fluid degradation; towing and heavy use make regular ATF service more important
The 4×4 system itself is mostly proven Toyota hardware. Issues tend to be conventional:
- Transfer-case engagement complaints often trace back to infrequent use (actuators prefer to be exercised periodically) or driving on high-grip surfaces in 4H leading to driveline wind-up.
- Front axle and CV-joint wear is more likely if the truck is lifted or fitted with oversized tyres.
Chassis and body-related concerns include:
- Corrosion on the frame and underbody in rust-belt regions; while the boxed frame is robust, neglecting underbody washing and protection can still cause long-term trouble.
- Wear in front suspension bushings, ball joints, and tie rods, mainly in trucks that see heavy off-road use or carry snowplows or other front-end loads.
Several recalls and technical service bulletins (TSBs) exist for software issues, including rear-camera performance, lighting behavior, and driver-assistance behavior. Though these do not typically affect reliability in the mechanical sense, they are critical for safety and legal compliance.
Prevalence and severity can be summarized roughly as:
- Common, low-to-medium cost: Minor oil leaks, software updates, alignment and tyre wear, brake pad and rotor replacement in heavy use.
- Occasional, medium cost: Turbo-related sensor or actuator faults, coolant leaks, steering or suspension component replacement.
- Less common but high severity: Engine bearing failures covered under recall, transmission internal failures, severe corrosion in neglected rust-belt trucks.
In practice, a 4×4 Tundra that has had all relevant recalls completed, has a full service history, and has not been heavily modified is much more likely to offer the “typical Toyota” experience than one with incomplete records and aftermarket lifts or tuning.
Maintenance planning and buyer guide
Because the 4×4 V35A-powered Tundra combines turbocharging, direct injection, and a complex driveline, a conservative maintenance plan is wise. Treat factory intervals as upper bounds, not targets, especially if you tow or drive off-road.
Practical maintenance roadmap (typical guidance)
Always adjust intervals for severe use and confirm exact requirements in the official schedule for your region.
- Engine oil and filter
- Normal use: every 7,500 miles (12,000 km) or 12 months with 0W-20 synthetic
- Heavy use (towing, hot climates, many short trips): every 5,000 miles (8,000 km) or 6 months
- Engine air filter
- Inspect annually; replace around 30,000 miles (50,000 km) or sooner in dusty conditions
- Cabin air filter
- Replace every 15,000–20,000 miles (25,000–30,000 km) or 1–2 years
- Spark plugs
- Iridium plugs typically last 60,000–100,000 miles (100,000–160,000 km); replace earlier if misfires occur
- Coolant
- First change often around 100,000–120,000 miles (160,000–190,000 km); then at shorter intervals
- Check level and freeze protection annually
- Automatic transmission fluid
- Many owners and independent specialists target a drain-and-fill every 60,000–80,000 miles (100,000–130,000 km), especially if towing
- Transfer case and differential oils
- Typically every 50,000–60,000 miles (80,000–100,000 km) in mixed use
- More often after repeated deep-water crossings or heavy towing
- Brake fluid
- Flush every 2–3 years regardless of mileage
- Brakes, suspension, and steering
- Inspect pads, rotors, lines, bushings, ball joints, and tie rods at least annually
- Check more often on lifted trucks or heavy off-road users
- Tyres, rotation, and alignment
- Rotate every 5,000–7,500 miles (8,000–12,000 km)
- Check alignment annually or after any curb/obstacle impact
- Serpentine belts and hoses
- Inspect from around 60,000 miles; replace at the first signs of cracking, glazing, or swelling
- 12 V battery
- Test annually after year 3–4; replace when capacity drops or starting becomes sluggish
Timing chains are designed to last the engine’s life, but chain noise, cam timing codes, or metal in the oil are warning signs that must be investigated promptly.
Fluid specs and useful torque numbers
- Engine oil: 0W-20 API SP / ILSAC GF-6 or latest Toyota specification
- Gear oils: GL-5 75W-85 or 75W-90 for axles and transfer case (check label)
- Coolant: Toyota Super Long Life (pink), premixed; do not mix with other coolant types
Essential torque examples (always confirm by manual):
- Wheel nuts: ~150 ft-lb (≈200 Nm)
- Front and rear differential drain/fill plugs: typically ~35–40 ft-lb (≈47–54 Nm)
- Skid plate fasteners: moderate torque only; overtightening can strip threads in crossmembers
Buyer’s guide: what to check on a used 4×4 Tundra
When shopping for a 2021–2022 4×4 gas Tundra:
- Paperwork first
- Print or save a report of all recalls and their completion status.
- Ask for service records; look for regular oil changes and documented drivetrain services.
- Engine and driveline
- Listen for knocking, ticking, or rattling from a fully warmed engine.
- Check for oil leaks around cam covers and front cover.
- Try all 4×4 modes (2H/4H/4L) in a safe area; engagement should be smooth and free of grinding.
- Underbody and suspension
- Inspect the frame, welds, suspension mounts, and brake lines for rust.
- Look for signs of heavy off-road use: bent skid plates, rock damage, scraped crossmembers.
- Tyres and alignment
- Uneven tyre wear can indicate alignment or suspension issues.
- Oversized tyres and lifts are not necessarily bad but increase wear on joints and driveline parts.
- Electronics and safety systems
- Confirm that no warning lights remain on.
- Test adaptive cruise control, lane keeping, parking sensors, and cameras if fitted.
For most buyers, a lightly used SR or SR5 4×4 with complete records and stock suspension is a very safe bet. Highly modified trucks, or those with incomplete recall histories, deserve a more cautious approach. Long term, a well-maintained 4×4 Tundra should be capable of very high mileages while retaining good resale value, particularly in markets that prize Toyota trucks.
Driving performance on and off road
In everyday driving, the 4×4 V35A Tundra feels quick and composed. The twin-turbo V6 pulls hard from low revs, especially around 2,000–3,500 rpm, where most normal driving happens. In town, the engine rarely needs to spin beyond the mid-range, and the 10-speed transmission quietly works in the background to keep revs low. When you ask for more power, it can downshift two or three gears quickly and deliver strong acceleration.
Typical independent tests with higher-output gas Tundras show 0–60 mph times around the low-6-second range. The 348 hp 4×4 variants are a bit slower but still feel brisk for a full-size pickup, especially compared with older naturally aspirated V8s. Passing performance from 50–80 mph (80–130 km/h) is confident, aided by the close gear spacing and abundant mid-range torque.
Ride quality is one of the most noticeable improvements versus past Tundras. The coil-spring rear suspension and better-tuned dampers give the 4×4 truck a more settled feel over broken pavement. Unladen, it still feels like a serious truck—firm but controlled rather than harsh. With a load in the bed or a trailer on the hitch, the suspension feels more tied down, and the truck tracks very securely at highway speeds.
Noise levels are competitive for the class. At a steady 70–75 mph (110–120 km/h), wind and road noise are modest, and the engine is barely audible once in the top gears. Under heavy throttle, the V6 has a subdued but purposeful sound, without the high-rev thrash common to smaller engines. Off-road tyres or aftermarket exhausts can change that balance, so buyers who value quiet cruising should pay attention to wheel and tyre choice.
Real-world fuel use depends heavily on how you drive and where:
- City driving and short trips: mid-teens mpg (roughly 14–17 L/100 km) is common for 4×4 gas trucks.
- Highway cruising at legal speeds: high-teens to around 20 mpg (approximately 11–13 L/100 km) is realistic for unladen trucks.
- Towing 4,000–7,000 lb or carrying heavy loads: expect low-teens mpg or worse (around 18–22 L/100 km), especially in hilly terrain or high speeds.
Off-road, the part-time 4×4 system, low range, and strong low-rpm torque make the Tundra a confident partner on trails, farm tracks, and unplowed roads. The stock ground clearance and approach/departure angles are adequate for moderate trails, and TRD packages help with better shocks, skid plates, and off-road drive modes. The main limitations are size and weight: like all full-size trucks, the Tundra can feel large on tight forest trails or rocky switchbacks.
Traction and control systems are well-tuned. Stability control is present but does not feel overly intrusive in 4H on loose surfaces. Auto LSD and, where fitted, off-road drive modes help manage wheelspin without requiring constant throttle feathering. On packed snow or icy roads, quality winter tyres make a major difference; 4×4 helps you go, but tyres still determine how well you can turn and stop.
When towing, the 4×4 Tundra feels planted if the trailer is correctly set up. The long wheelbase, wide stance, and integrated trailer-sway control give good confidence at highway speeds. In hot weather or on long grades, keeping speeds moderate and using tow/haul mode helps keep transmission temperatures in check and reduces downshifting.
Tundra 4×4 versus main rivals
Shoppers comparing the 4×4 Tundra with the 3.4-liter 348 hp engine will usually cross-shop it against 4×4 versions of the Ford F-150, Chevrolet Silverado 1500, GMC Sierra 1500, and Ram 1500. Each of those lines offers a wide spread of engines and trims, so it is helpful to focus on a few key themes.
Power and performance. The Tundra’s 348 hp tune sits in the middle of the pack. It offers more torque and responsiveness than many naturally aspirated V6 competitors and feels stronger than its numbers suggest due to the twin turbos and 10-speed auto. Some rivals, especially those with larger turbo engines, big V8s, or hybrid systems, can out-pull it at the extreme ends of tow ratings, but for typical 8,000-lb-ish towing and mixed use the Tundra feels fully capable.
Fuel economy. Compared with older V8 Tundras, the 4×4 twin-turbo V6 is a notable improvement. Against modern competitors, the Tundra is competitive but not class-leading. Some small-displacement turbos, mild hybrids, and diesel options in other brands can deliver slightly better highway economy or longer range between fill-ups. However, the Tundra’s dual injection and conservative SR tune may help long-term valve cleanliness compared with direct-injection-only designs.
Off-road ability. TRD Off-Road and TRD Pro 4×4 Tundras compare well with equivalent off-road packages from rivals, offering tuned shocks, drive modes, crawl control, and substantial underbody protection. The absence of a factory selectable front or rear locker on many trims is a drawback compared with certain specialty models from Ford (such as Tremor or Raptor) or Ram (Rebel and Power Wagon). For moderate off-roading, though, the Tundra’s combination of low range, torque, and carefully tuned traction control is very effective.
Interior, comfort, and tech. The Tundra’s cabin design, particularly in higher trims, feels modern and solid. Material quality and ergonomics are strong, though some competitors offer even larger screens or more flamboyant styling. All major rivals now provide spacious crew cabs, so the advantage here mostly comes down to personal preference in layout and seat design.
Safety and driver assistance. Toyota’s strategy of making advanced safety tech standard or widely available often means an SR or SR5 4×4 Tundra can match or exceed the driver-assistance suite of mid-grade competitors. In contrast, some rival trucks keep key tech (like adaptive cruise and lane centering) locked behind expensive option packages or higher trims.
Reliability and recalls. Historically, Tundras have enjoyed a strong reputation for durability. The V35A-related bearing recalls complicate that picture for 2022-on trucks, and shoppers should not ignore them. That said, other manufacturers also face complex engine and transmission issues in newer models. The key question becomes: can you verify recall completion and maintenance history? If so, the Tundra remains a strong candidate for long-term ownership, especially for those who value Toyota’s dealer network and parts support.
In short, the 4×4 XK70 Tundra with the 3.4-liter 348 hp engine is a balanced choice. It may not be the absolute champion for any single metric, but it blends power, comfort, safety, off-road capability, and long-term potential in a way that suits many real-world owners who need one truck to do almost everything.
References
- 2022 Toyota Tundra 2022 (Fuel Economy Data)
- 2022 Toyota Tundra 2022 (Safety Rating)
- Part 573 Safety Recall Report 24V-381 2024 (Recall Report)
- TOYOTA 2024 (Recall Technical Summary)
- Tundra 2022 2021 (Brochure)
Disclaimer
This article is for informational purposes only and does not replace professional diagnosis, repair advice, or official service procedures. Specifications, capacities, torque values, and maintenance intervals can vary by VIN, production date, market, and equipment level. Always verify all technical data and repair steps against the official workshop manual, owner’s manual, and current manufacturer service bulletins for your specific vehicle.
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