The current Toyota Tundra 4×4 (XK70) with the 3.4-litre V35A-FTS twin-turbo V6 is a big step away from the old 5.7 V8, but it keeps the same core idea: a full-size pickup that can tow hard, work daily, and still be comfortable enough for family duties. The 389 hp i-FORCE engine, 10-speed automatic, and boxed frame with multi-link rear suspension make this generation feel far more modern in both performance and refinement than the previous truck.
For owners, the 4×4 system, coil-spring rear axle, and available TRD off-road hardware are the main reasons to pick this configuration over the RWD version. At the same time, the new powertrain has brought a wave of recalls and software updates that shoppers should understand before buying used. This guide walks through the Tundra 4×4’s specs, real-world performance, known issues, maintenance needs, and how it stacks up against rival trucks in the same segment.
Top Highlights
- Strong 389 hp twin-turbo V6 with 649 Nm (479 lb-ft) gives confident towing and highway passing.
- Part-time 4×4 with low range, available rear locker, and off-road packages makes it very capable off pavement.
- Spacious cabin, modern infotainment, and comprehensive Toyota Safety Sense make it easy to live with daily.
- Early trucks are affected by engine machining-debris and camera/lighting recalls, so VIN checks are essential before purchase.
- Typical engine oil and filter change is every 10,000 miles / 12 months, or 5,000 miles for towing and heavy use.
Navigate this guide
- Toyota Tundra 4×4 XK70 summary
- Tundra 4×4 specs and data
- Tundra 4×4 grades and safety
- Reliability, faults and service actions
- Maintenance schedule and buying tips
- On-road manners and performance
- Tundra 4×4 versus rivals
Toyota Tundra 4×4 XK70 summary
The XK70-generation Toyota Tundra arrived for the 2022 model year (on sale from late 2021) and was the first Tundra to drop the long-running 5.7-litre V8. In its place, Toyota fitted the V35A-FTS 3.4-litre (3445 cc) twin-turbo V6, branded i-FORCE, making 389 hp and 649 Nm (479 lb-ft) of torque in most 4×4 trims. Power goes through a 10-speed electronically controlled automatic to a part-time 4×4 system with 2H, 4H, and 4L ranges.
The 4×4 configuration is popular in colder climates, rural areas, and among owners who tow regularly. It is available on work-oriented SR and SR5 trims as well as Limited, Platinum, 1794 Edition, and off-road-oriented TRD packages. Above these sits the i-FORCE MAX hybrid, which combines the same V6 with an electric motor for 437 hp, but this article focuses on the non-hybrid 389 hp version.
Compared with the previous generation, the XK70 uses a fully boxed frame and multi-link rear suspension with coil springs instead of leafs. This improves ride quality and axle control, especially with heavy trailers or bed loads. Inside, the Tundra 4×4 introduces large touchscreens (up to 14 inches), an updated interior layout, and Toyota Safety Sense with adaptive cruise and lane-keeping functions as standard on most trims.
Typical buyers want a reliable, hard-working 4×4 truck but are also interested in fuel economy and comfort. The twin-turbo V6 delivers muscle and mid-range torque that surpass the old V8, though early trucks have been affected by engine and camera-system recalls that owners must address promptly through dealers.
Tundra 4×4 specs and data
This section focuses on a typical 2022–2024 Tundra 4×4 CrewMax with the 3.4-litre i-FORCE V6 and standard (non-hybrid) powertrain. Figures may vary slightly by cab, bed, axle ratio, and market, so always verify by VIN and local documentation.
Engine and performance
| Item | Value |
|---|---|
| Engine code | V35A-FTS, i-FORCE twin-turbo V6 |
| Displacement | 3.4 L (3445 cc) |
| Layout | 60° V6, DOHC, 24 valves (4 per cylinder), dual VVT-i (VVT-iE on intake) |
| Induction | Twin turbocharged, intercooled |
| Fuel system | D-4ST direct and port injection |
| Compression ratio | About 10.4–10.5 : 1 |
| Max power | 389 hp (≈290 kW) @ ~5200–6000 rpm |
| Max torque | 649 Nm (479 lb-ft) @ ~2400–3600 rpm |
| Emissions standard | LEV III / ULEV70 (US-spec) |
| Official combined fuel economy (4×4) | Around 12.4–13.1 L/100 km (18–19 mpg US) depending on cab/bed |
| Real-world highway at 120 km/h | Typically 11–13 L/100 km (18–21 mpg US) when lightly loaded |
In practice, owners report that the twin-turbo V6 feels strongest in the 2000–4000 rpm band, where most towing and highway passing happens. Fuel economy is very sensitive to speed, tyre choice, and roof-rack or bed-rack accessories: lift kits and aggressive off-road tyres can easily add 1–2 L/100 km to consumption.
Transmission and driveline
| Item | Value |
|---|---|
| Transmission | 10-speed ECT-i automatic (AJA0F / AGA0E family) |
| Gear ratios (1st / 2nd / 3rd / top) | 4.92 / 3.14 / 2.11 / 0.64 |
| Reverse gear | 4.30 |
| Final drive ratios | Typically 3.31–3.55; up to approx. 4.30 with max-tow/off-road packages |
| Drive type | Part-time 4×4 with 2H / 4H / 4L |
| Transfer case | Electronically controlled, chain-drive, low range ≈ 2.6:1 |
| Differential | Open front; rear open or electronic locker (TRD Off-Road / Pro) |
| Traction aids | Auto limited-slip (brake-based), stability/traction control, selectable drive modes |
The part-time 4×4 system is intended for slippery or loose surfaces in 4H and 4L, with 2H for dry pavement. On-road all-weather use is usually handled by 2H plus modern stability and traction control systems.
Chassis and dimensions
Values here refer broadly to CrewMax and Double Cab 4×4 models; check your specific variant for exact measurements.
| Item | Value (typical 4×4 CrewMax) |
|---|---|
| Frame | Fully boxed ladder frame |
| Front suspension | Independent double wishbone with coil springs and stabilizer bar |
| Rear suspension | Multi-link solid axle with coil springs; air-suspension optional on some trims |
| Steering | Electric power steering, rack-and-pinion |
| Brakes | Four-wheel disc, ventilated front and rear |
| Ground clearance | About 216–236 mm (8.5–9.3 in) depending on tyres/suspension |
| Approach / departure angle | Roughly 21° / 24° for standard 4×4; higher on TRD Pro |
| Overall length | Around 6238–6414 mm (245.6–252.5 in) by cab and bed |
| Width (without mirrors) | ≈ 2037 mm (80.2 in) |
| Height | ≈ 1980 mm (78 in), higher with off-road packages |
| Wheelbase | About 3700–4180 mm (145.7–164.6 in) |
| Turning circle | Around 15.8 m kerb-to-kerb on long-bed trucks |
| Kerb (curb) weight | Roughly 2450–2600 kg (5400–5730 lb), depending on trim |
| GVWR | Typically 3190–3345 kg (7030–7370 lb) |
| Fuel tank | ~85 L (22.5 US gal) |
| Cargo bed lengths | Approx. 5.5 ft (short), 6.5 ft (standard), 8.1 ft (long, Double Cab) |
Performance and capability
| Item | Value (approximate for 4×4 CrewMax) |
|---|---|
| 0–100 km/h (0–62 mph) | Around 6.0–6.5 s with standard tyres |
| Top speed | Limited to about 175–180 km/h (109–112 mph) |
| Braked towing capacity | Up to about 5,150 kg (≈11,300–11,400 lb) when properly equipped |
| Payload | Often in the 700–800 kg (1,500–1,800 lb) range; varies a lot by trim |
| Roof load | Typically 75–100 kg (165–220 lb), depending on rack system |
Fluids, service capacities and key torque specs
Values are typical references for the 3.4-litre V6 4×4; always confirm exact specs for your VIN and market.
| System | Specification (typical) | Approx. capacity |
|---|---|---|
| Engine oil | 0W-20 full-synthetic API SN+ or later | ≈ 7.1–7.3 L (7.5–7.7 US qt) including filter |
| Engine coolant | Toyota Super Long Life pink, 50:50 mix | ≈ 12 L (12.7 US qt) total system |
| 10-speed ATF | Toyota ATF WS | Roughly 9–11 L (full dry fill; drain-and-fill is less) |
| Transfer case | API GL-5 75W-85/90 gear oil (Toyota spec) | Around 1.4–1.6 L |
| Front differential | API GL-5 75W-85/90 | Around 1.5–1.7 L |
| Rear differential | API GL-5 75W-85/90 (higher spec for locker) | Around 2.8–3.2 L |
| A/C refrigerant | R-1234yf | Charge amount varies by cab/dual-zone, typically 600–700 g |
| Spark plugs | Iridium, long-life | Service interval usually 100,000 miles (160,000 km) |
Key torques (always confirm against service literature):
- Wheel lug nuts: about 200–210 Nm (148–155 lb-ft).
- Engine oil drain plug: around 39–40 Nm (29–30 lb-ft).
- Differential drain/fill plugs: typically 49–60 Nm (36–44 lb-ft).
Electrical and safety systems
| Item | Value / notes |
|---|---|
| Alternator output | Typically around 220 A on many 4×4 trims |
| 12 V battery | Group size varies; generally 70–80 Ah with high CCA rating |
| Lighting | LED headlamps on most mid/high trims; basic or premium projectors depending on grade |
| Safety suite | Toyota Safety Sense (TSS 2.5 or later) with AEB, ACC, lane-keeping, road-sign assist, etc. |
Tundra 4×4 grades and safety
The Tundra 4×4 powertrain can be ordered in a wide range of trims. Exact naming varies by market, but in North America you’ll typically see SR, SR5, Limited, Platinum, 1794 Edition, TRD Pro, and Capstone. Not all of these use the non-hybrid 389 hp engine, but most bread-and-butter 4×4 sales are SR5, Limited, and off-road-equipped variants.
On work-focused SR and SR5 4×4 models, you usually get cloth interiors, smaller infotainment screens, manual seats, and more basic wheels and tyres, but the same core 389 hp engine and 10-speed transmission. Limited adds more comfort features, larger wheels, and the more advanced 14-inch touchscreen on many builds. Platinum and 1794 Edition bring leather interiors, noise-reduction features, and a more upmarket feel. TRD Off-Road packages layer in skid plates, special dampers, all-terrain tyres, and often the electronic rear differential lock and Multi-Terrain Select drive modes.
From a mechanical point of view, the main differences between trims are:
- Suspension tuning and dampers (standard, TRD Off-Road, adaptive, or FOX-type on TRD Pro).
- Wheel and tyre packages (18-inch all-terrain vs 20-inch highway tyres, etc.).
- Final drive ratio and maximum tow rating, especially on max-tow configurations.
- Availability of rear locker and advanced off-road electronics.
On the safety side, all modern Tundra 4×4 models include a multi-airbag system (front, side, curtain, and often driver’s knee airbag), stability control, trailer-sway control, and a reversing camera. Toyota Safety Sense brings automatic emergency braking with pedestrian detection, lane-departure alert with steering assistance, adaptive cruise control, and road-sign recognition on most trims. Blind-spot monitoring and rear cross-traffic alert are commonly standard on mid- and high-grade models, and available via packages lower down the range.
Crash-test performance for the new generation has been strong. The Insurance Institute for Highway Safety (IIHS) has given the new-gen Tundra crew cab excellent crash-worthiness scores and, with certain headlamp packages, Top Safety Pick-level recognition in recent years.([Auto Data][1]) The National Highway Traffic Safety Administration (NHTSA) has also tested the current Tundra line, with typical ratings around four to five stars overall depending on exact configuration.
After collision repairs or windscreen replacement, radar and camera sensors used by Toyota Safety Sense will often require recalibration. Owners should factor this into repair costs and make sure calibration is performed using the correct factory procedures, especially on trucks equipped with the larger 14-inch multimedia system and 360° camera views.
Reliability, faults and service actions
Toyota’s reputation for durability is one of the main reasons buyers choose the Tundra 4×4, but the new twin-turbo V6 and electronics-heavy cab have introduced some distinct issues, especially on early 2022 builds.
A major concern has been an engine recall related to machining debris left in the crankshaft main-bearing area during production. In certain 2022–2023 Tundra and Lexus LX/LC models, debris can restrict oil flow to the bearings, potentially leading to bearing failure, engine knocking, and, in the worst case, engine seizure and loss of drive. Toyota and NHTSA have issued safety recall campaigns (including 24V-381 and subsequent superseding actions) to inspect and, where necessary, replace affected engines or short blocks.([NHTSA][2]) Any prospective buyer should run the VIN through the official recall checker and ask for paperwork showing recall completion if the truck was in the affected range.
Another significant issue is a recall for rearview camera and lighting systems on 2022–2025 Tundra models. In some trucks, the rear camera image can fail to display, or reverse lamps may not function correctly, reducing rearward visibility when backing up and increasing crash risk. Toyota has launched a large safety recall covering more than a quarter-million trucks to reprogram modules or replace faulty components.([Reuters][3])
Beyond recalls, early-production owners have reported:
- Check-engine lights and limp-home modes caused by turbocharger sensor faults, boost control issues, or wiring concerns.
- Occasional oil leaks around turbocharger feed lines and cam covers.
- Harsh or hesitant shifting in the 10-speed automatic, often improved by software updates.
- Wind noise and squeaks from the panoramic roof or rear cab area on some CrewMax trucks.
Toyota has been releasing Technical Service Bulletins (TSBs) and calibration updates for engine and transmission control units. Many drivability complaints are resolved with updated software rather than hardware replacement, so a dealer visit and ECU/TCU reflash are a key part of troubleshooting.
On the chassis side, the multi-link coil-spring rear axle improves ride quality but adds more bushings and links that can wear over high mileage, especially with heavy towing or off-road usage. Listen for clunks over bumps and check for torn bushings or leaking dampers. Front-end components (ball joints, tie-rods, CV boots on 4×4 models) should be inspected for play, especially on lifted trucks running larger wheels and tyres.
Corrosion is generally better controlled than on older frame designs, but trucks used in heavy road-salt regions should be checked carefully around frame seams, crossmembers, bed mounts, and the rear bumper mounts.
For a pre-purchase inspection, ask specifically for:
- Full dealer printout of completed recalls and service campaigns.
- Evidence of regular oil changes with the correct 0W-20 synthetic.
- Any records of engine, turbocharger, or transmission warranty work.
- Confirmation of ECU and TCU software being up to date.
- Clear, rust-free frame and underbody, preferably with photos before any aftermarket undercoating.
When recalls have been completed and service is up to date, the underlying V35A-FTS engine and driveline are proving robust in normal use, though long-term data is still emerging compared with the older 5.7 V8.
Maintenance schedule and buying tips
Toyota’s official maintenance schedule varies slightly by market, but the following is a practical baseline for a Tundra 4×4 with the 3.4-litre i-FORCE V6. Severe-duty use (frequent towing, short trips, dusty conditions, or lots of idling) should follow the shorter end of the ranges.
Engine and ignition
- Engine oil and filter: every 10,000 miles / 12 months under light use; 5,000 miles / 6 months if you tow, carry heavy loads, or drive mostly short trips.
- Engine air filter: inspect at 15,000 miles (25,000 km), replace around 30,000–40,000 miles or sooner in dusty climates.
- Cabin air filter: 20,000–25,000 miles (2 years) or when airflow drops.
- Spark plugs (iridium): usually 100,000 miles (160,000 km), but inspect sooner if misfire codes appear.
- PCV system: inspect for clogging around 60,000 miles.
Cooling and belts
- Engine coolant: Toyota Super Long Life typically first change at 100,000 miles (160,000 km) / 10 years, then every 50,000 miles (80,000 km) / 5 years.
- Drive/serpentine belt: inspect every 30,000 miles; plan replacement around 90,000–120,000 miles unless cracking or noise appears earlier.
- Hoses and plastic fittings: inspect annually for swelling, cracking, or leaks.
Transmission and 4×4 driveline
- 10-speed ATF (Toyota WS): “lifetime” under normal conditions in official literature, but many owners and independent shops recommend a drain-and-fill every 60,000–80,000 miles (100,000–130,000 km), sooner for heavy towing.
- Transfer case oil: 30,000–60,000 miles; more often if you frequently use 4L or off-road in water and mud.
- Front and rear differential oils: 30,000–60,000 miles depending on towing and off-road use; ensure correct spec for locking differentials.
Brakes, suspension and tyres
- Brake fluid: every 3 years regardless of mileage.
- Brake pads and rotors: inspect at each tyre rotation, typically every 10,000–12,000 miles.
- Suspension joints and bushings: inspect at least every 30,000 miles; sooner if the truck is lifted or used off-road.
- Tyre rotation: every 5,000–7,500 miles, matching your oil change rhythm.
- Wheel alignment: every 30,000 miles or whenever you notice uneven tyre wear, pulling, or after suspension changes.
Electrical and batteries
- 12 V battery: load-test annually after the third year; many will last 4–6 years in harsh climates.
- Keyless-entry/key fob batteries: generally 2–3 years.
For buyers, a good Tundra 4×4 candidate will:
- Have full service history with documented oil changes and cooling-system maintenance.
- Show proof that all open recalls and service campaigns have been completed.
- Drive smoothly with no shuddering from the 10-speed and no turbo whine beyond the normal whoosh under boost.
- Present a clean underbody without heavy rust or poorly repaired accident damage.
Trims to prioritise often include Limited or SR5 with TRD Off-Road if you want a balance of equipment, capability, and price. Top-end 1794 and Platinum models provide more luxury but can be expensive to refurbish if interiors or electronics have been neglected.
With recalls handled and maintenance up to date, the long-term outlook is positive: the V35A-FTS has already seen widespread use in Lexus and Toyota models, and the Tundra’s boxed frame and coil-spring rear axle are designed for many years of heavy use, provided fluids and wear items are kept on schedule.
On-road manners and performance
In daily driving, the Tundra 4×4 feels more like a modern SUV than a traditional work truck. The coil-spring rear suspension and longer wheelbase give good straight-line stability, while the electric power steering is light at low speeds and firms up reasonably on the highway. You still feel the truck’s size in tight city streets, but the turning circle is manageable for a full-size pickup, and the high-mounted seats provide good visibility.
Ride quality depends heavily on trim and wheel choice. Trucks on 18-inch wheels with standard or TRD Off-Road suspension tend to ride best, absorbing potholes and washboard roads without excessive bounce. 20-inch wheels with lower-profile tyres can introduce more harshness on broken pavement. TRD Pro or other off-road packages with aggressive tyres will feel firmer but offer better body control off-road and on rough trails.
The 389 hp twin-turbo V6 is the star of the show. It delivers strong low-end torque with only a small hint of lag off idle, then pulls very hard from around 2000 rpm upwards. The 10-speed automatic generally keeps the engine in its sweet spot, though early calibrations sometimes hunted between gears on gentle grades or felt abrupt during part-throttle downshifts. Software updates have smoothed many of these behaviours, and Sport mode sharpens throttle and shift responses when needed.([NHTSA][4])
Under full load or while towing, the V6 maintains speed on long grades with less strain than the old V8, and the 4×4 system with low range provides ample control on steep, loose surfaces. With a conventional travel trailer or boat in the 3,000–4,000 kg (6,600–8,800 lb) range, the Tundra feels composed if you use a proper weight-distribution hitch and keep within published tow ratings. Expect fuel consumption to rise significantly when towing: it is common to see 18–22 L/100 km (10–13 mpg US) depending on speed, terrain, and trailer size.
Noise, vibration, and harshness (NVH) are well controlled. The cabin is generally quiet at 100–120 km/h, with wind noise mainly around the mirrors and some tyre hum from all-terrain setups. Engine sound is more subdued and “V6-like” compared with the old V8’s growl, but under hard acceleration it still feels appropriately strong for a full-size truck.
Off-road, the 4×4 Tundra benefits from decent ground clearance, good approach and departure angles, and strong traction control logic. TRD Off-Road and TRD Pro models with the rear locker, skid plates, and tuned shocks are noticeably more confident on rocks, deep ruts, and loose climbs. For most owners, the limiting factor will be tyre choice and driver confidence rather than the hardware itself.
Tundra 4×4 versus rivals
The 389 hp 4×4 Tundra competes directly with the Ford F-150 3.5 EcoBoost 4×4, Ram 1500 5.7 Hemi or 3.0-litre diesel 4×4 (where available), Chevrolet Silverado/GMC Sierra 1500 with 5.3/6.2 V8 or 3.0 Duramax, and the Nissan Titan 5.6 V8.
Against these rivals, the Tundra sits near the top of the class for torque and real-world towing feel. The twin-turbo V6’s broad torque curve makes it feel as strong as the larger V8s, especially at highway speeds and on grades. Ford’s turbo V6 variants can be quicker and more efficient in some trims, but Toyota counters with a reputation for long-term robustness and a simpler options structure.([Auto Data][5])
Fuel economy for the Tundra 4×4 is mid-pack: better than some large-displacement V8 rivals but not as efficient as the very latest turbo-six or diesel half-ton options. If pure efficiency is the priority and you stay mostly on-road, a smaller turbo-six or diesel in a rival brand may make more sense, or you might consider the Tundra’s own i-FORCE MAX hybrid version.
Interior quality and tech are now competitive, with Toyota’s large centre touchscreen and clear digital displays matching or beating many rivals for ease of use. Ford and Ram still hold an edge in the variety of configurations and some infotainment refinements, but Toyota’s simpler interface and typically strong long-term electronics reliability appeal to owners who plan to keep the truck well past the warranty period.
On reliability, the previous V8 Tundra had an almost legendary reputation, while the new twin-turbo V6 has had a more complex launch with significant recalls. Once the engine and camera/lighting recalls are properly handled, the Tundra is likely to age better than many turbocharged competitors simply because of Toyota’s conservative engineering and robust support network. Still, shoppers who prioritise a proven, long-run powertrain with fewer early-production issues may look at later-build trucks or rival models whose engines have been on the market longer.
Overall, the Tundra 4×4 is best suited to buyers who want:
- Strong towing and off-road capability with a modern, torque-rich engine.
- A comfortable cabin and straightforward tech rather than endless configuration options.
- A long-term ownership plan with careful attention to recalls and maintenance rather than short-term leasing.
If those points match your use case, the 389 hp 4×4 Tundra is a compelling full-size pickup that, once fully updated, should deliver many years of service.
References
- Toyota Tundra III Double Cab Long Bed 3.5 V6 i-FORCE (389 Hp) 4×2 ECT-i technical specifications and fuel economy 2021 (Technical Specifications)
- Part 573 Safety Recall Report 24V-381 2024 (Recall Database)
- Remedy Instructions and TSB for 24V-381 2024 (TSB / Recall Remedy)
- Toyota Tundra crew cab pickup 2022 ratings 2023 (Safety Rating)
- Toyota recalls Tundra pickups to fix backup camera and reverse lights 2025 (Recall News Summary)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, fluid capacities, and maintenance intervals can vary by VIN, model year, market, emission standard, and installed equipment. Always confirm details using your vehicle’s owner’s manual, official service manuals, and technical bulletins from Toyota or your local distributor.
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