The facelift Toyota Tundra 4×4 with the 1GR-FE 4.0-litre V6 sits in a very specific niche. It gives you a full-size pickup with proper four-wheel-drive hardware, but keeps running costs and mechanical complexity lower than the V8 versions. For the 2013–2014 facelift, the XK50 Tundra gained a heavier-looking front end, a reworked interior and detail chassis tweaks, while the powertrain stayed largely familiar.
In daily use this truck feels more honest than flashy. It is built around a stout frame, a proven V6 and a simple six-lug 4×4 system that favours durability over gadgets. Tow ratings and payload trail the V8s, but for light construction work, ranch duty, or a mixed commute-plus-weekend-use role, the V6 4×4 can make a lot of sense. This guide walks through specs, performance, reliability patterns and maintenance so you can judge whether this generation of Tundra 4×4 V6 fits your needs.
Top Highlights
- Robust 1GR-FE 4.0 V6 and conventional 4×4 system favour long-term durability over outright power.
- Full-size cabin and bed with good ride comfort once loaded, plus solid corrosion protection compared with some rivals.
- Fuel use is lower than the V8 Tundra, but still typical for a full-size 4×4 pickup.
- Known weak spots include frame and underbody rust in harsh climates and occasional secondary air injection issues.
- Plan engine oil changes every 10,000 km or 6,000 miles (or 12 months, whichever comes first) when using the correct synthetic oil grade.
Contents and shortcuts
- Facelift Tundra 4×4 V6 profile
- Engine and chassis specs 4.0
- 4×4 trims and safety features
- Real-world reliability of 4.0 4×4
- Service schedule and buying advice
- On-road and off-road behavior
- How this Tundra stacks up
Facelift Tundra 4×4 V6 profile
The facelifted Toyota Tundra 4×4 V6 (2013 build / 2014 model year in most markets) is essentially the “basic but honest” version of the big Tundra. It uses the 1GR-FE 4.0-litre V6 with around 270 hp and about 278 lb-ft of torque in a tall-riding, part-time four-wheel-drive chassis. Most examples are regular cab or double cab work-oriented SR trims, though some SR5-level trucks exist where the V6 was offered as an entry engine.
Visually, the facelift brought a more squared-off front end, taller grille, revised headlights and a reshaped tailgate. Inside, the dashboard and instrument panel were redesigned with clearer gauges, larger physical knobs and better materials. The core structure, wheelbase options and basic suspension layout carried over from the pre-facelift XK50, so driving character and off-road geometry remain familiar.
Compared with V8 Tundras, the 4.0 V6 4×4 suits owners who:
- Tow moderate loads rather than heavy equipment every day.
- Value lower purchase cost and slightly better fuel use.
- Want a simpler engine with a reputation for high mileage when serviced correctly.
It is not fast, and it will downshift on grades with a trailer, but it is straightforward to own. Parts are widely available, and the engine shares many components with other Toyota trucks and SUVs, which helps with long-term serviceability and familiarity among technicians.
Engine and chassis specs 4.0
This section focuses on a typical North American-spec facelift Tundra 4×4 with the 1GR-FE V6 and 5-speed automatic. Exact values can vary with cab, bed and axle ratio, but these figures describe the common configuration.
Engine and performance
| Item | Specification |
|---|---|
| Engine code | 1GR-FE (Dual VVT-i) |
| Layout and cylinders | 60° V6, DOHC, 24 valves |
| Valvetrain | Chain-driven DOHC, 4 valves per cylinder |
| Displacement | 4.0 l (3,956 cc) |
| Bore × stroke | approx. 94.0 × 95.0 mm (3.70 × 3.74 in) |
| Compression ratio | approx. 10.4 : 1 |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection |
| Max power | 270 hp (about 201 kW) at roughly 5,600 rpm |
| Max torque | about 278 lb-ft (377 Nm) at roughly 4,400 rpm |
| Recommended fuel | 87 AKI (regular unleaded) |
| Emissions standard | Typical ULEV-II / Tier 2 level, market-dependent |
| Rated economy (4×4 V6, typical) | around 15–16 mpg US city / 19–20 mpg US highway |
These numbers put the V6 Tundra behind contemporary V8 trucks on paper, but still adequate for daily use and light towing. Owners often report real-world mixed consumption in the mid-teens mpg (US) for unloaded driving, worsening with larger tyres, racks or constant 4×4 use.
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 5-speed automatic (A750F family) with manual “S” mode |
| Gear ratios (approx.) | 1st 3.52, 2nd 2.04, 3rd 1.40, 4th 1.00, 5th 0.72, Rev 3.22 |
| Transfer case | Part-time 4WD, 2H / 4H / 4L with low-range reduction |
| Final drive ratio | Typically around 3.90:1 (varies by cab/axle package) |
| Drive type | Longitudinal, 4×4 with front differential and rear solid axle |
| Differential type | Rear open or optional limited-slip; electronic traction aids |
The part-time system is intended for use in 2H on dry pavement, with 4H reserved for low-grip surfaces and 4L for slow work, towing on steep grades or off-road obstacles.
Chassis, dimensions and capacities
Values below represent a common double-cab 4×4 V6; regular-cab and long-bed trucks differ slightly.
| Item | Specification (typical) |
|---|---|
| Frame | Fully boxed front, open C-section rear ladder frame |
| Front suspension | Double wishbone, coil-over shock |
| Rear suspension | Leaf springs with solid axle |
| Steering | Rack-and-pinion with hydraulic assist |
| Front brakes | Ventilated discs, roughly 331 mm (13.0 in) |
| Rear brakes | Ventilated discs, roughly 328 mm (12.9 in) |
| Wheels / tyres | Commonly 18 × 8 in alloys with 255/70 R18 or 275/65 R18 tyres |
| Length | about 5,810 mm (228.7 in) depending on cab/bed |
| Width (without mirrors) | around 2,030 mm (79.9 in) |
| Height | around 1,940 mm (76–77 in) |
| Wheelbase | about 3,700 mm (145.7 in) double-cab standard-bed |
| Ground clearance | roughly 260–270 mm (10.2–10.6 in) |
| Turning circle | about 13.4 m (44 ft) curb-to-curb |
| Curb weight | roughly 2,350–2,450 kg (5,180–5,400 lb) depending on spec |
| GVWR | typically around 3,084–3,175 kg (6,800–7,000 lb) |
| Fuel tank | approx. 100 l (26.4 US gal) |
| Payload | often in the 700–800 kg (1,500–1,750 lb) range |
| Max towing (V6 4×4) | typically around 2,000 kg (4,400–4,800 lb) when properly equipped |
Fluids, service capacities and key torque values
Always check for your exact VIN and market, but the following values are commonly quoted for the 1GR-FE 4×4 Tundra:
| System | Spec and capacity (typical) |
|---|---|
| Engine oil | 0W-20 synthetic, API SN or better; about 6.2 l (6.6 US qt) with filter |
| Coolant | Toyota Super Long Life (pink); mix as supplied; around 11–12 l (≈ 12–13 US qt) total system |
| Automatic transmission | Toyota ATF WS; around 10 l (≈ 10.6 US qt) for full refill; less for drain-and-fill |
| Front differential | 75W-85 GL-5; roughly 1.3–1.5 l |
| Rear differential | 75W-85 GL-5; roughly 3.0 l |
| Transfer case | Toyota transfer gear oil or 75W-90 GL-4/5 equivalent; about 1.5–1.7 l |
| Power steering | ATF-type fluid (where serviceable) |
| A/C refrigerant | R-134a; charge amount on under-bonnet label |
| Spark plugs | Iridium, long-life; change interval around 100,000 km (60,000 miles) or longer |
Selected torque values (always confirm per manual):
- Wheel nuts: roughly 150–160 Nm (110–118 lb-ft).
- Engine oil drain plug: around 38–40 Nm (28–30 lb-ft).
- Differential drain/fill plugs: typically 49–59 Nm (36–44 lb-ft).
Electrical and safety-tech basics
| Item | Specification |
|---|---|
| Alternator output | Around 130–150 A depending on trim |
| 12 V battery | Group 27-style flooded or AGM, roughly 65–75 Ah, high CCA rating |
| Stability systems | ABS, EBD, brake assist, traction control, stability control standard |
| Airbags | Front, side, curtain; driver/knee and passenger/knee in many trims |
4×4 trims and safety features
On most markets the 1GR-FE 4×4 facelift Tundra was positioned as the entry four-wheel-drive choice. In North America, the V6 4×4 was primarily offered on SR and some SR5 trims with work-oriented equipment:
- Vinyl or basic cloth seats.
- Simple audio units (later including Bluetooth and USB).
- Manual air conditioning on SR; automatic climate on some SR5s.
- Steel or simple alloy wheels, often with smaller tyre packages than V8 trims.
Mechanical differences by trim are modest. Many SR5 and off-road-focused packages add:
- Larger wheels and slightly wider tyres.
- Additional skid plates and tow hooks.
- Different axle ratio in some packages (benefiting towing or acceleration).
- Optional limited-slip rear differential or enhanced traction logic.
From a safety-equipment standpoint, even base trucks include ABS, stability control, traction control and a full set of front, side and curtain airbags. Child-seat lower anchors are present in the rear seats of double-cab and CrewMax variants.
In crash testing, 2013–2014 Tundra models achieve strong results in most major categories for a body-on-frame pickup of this era. Moderate overlap frontal and side-impact performance is generally good, with sound roof-strength and head-restraint ratings. Small-overlap scores vary by cab and test protocol, but still fall within acceptable ranges for many buyers focused on real-world crash protection rather than test perfection.
Advanced driver-assistance systems (ADAS) were still basic. You get stability control and traction aids, but no standard adaptive cruise control, lane-keeping assist or automatic emergency braking on these model years. That simplifies repairs after a bumper or windscreen replacement, because there are no radar sensors or forward cameras to re-calibrate, but it also means drivers must rely on traditional awareness and driving habits.
For buyers coming from newer trucks packed with ADAS, it is worth recognising that the Tundra relies on passive strength and basic electronics rather than a wide net of active driver aids. For others, this simplicity is part of its appeal and reduces long-term complexity.
Real-world reliability of 4.0 4×4
The 1GR-FE V6 has a strong reputation for durability when serviced with the correct oil and coolant, and when not abused with neglected overheating or extremely long oil-change intervals. Many engines run past 300,000 km (190,000+ miles) without internal work. However, no truck is perfect, especially once it has seen salted winters, heavy towing or off-road use.
Common to occasional issues seen on this generation include:
- Secondary air injection system faults (where fitted): Owners report check-engine lights, reduced-power modes and stored codes related to air-pump or valve failures. The usual remedy is replacement of the pump and valves, sometimes with updated parts and protective bypass solutions.
- Water pump seep or failure: Pink coolant traces around the pump or under the truck can indicate a failing seal. Left alone, this can lead to overheating, so replacing the pump and belt promptly is important.
- Accessory-drive noise: Idler pulleys and belt tensioners can develop bearing noise, especially in dusty or hot climates. A fresh belt and pulley set is a straightforward fix.
- Exhaust manifold leaks: Some trucks develop ticking noises on cold start from cracked manifolds or failed gaskets, particularly in rust-prone areas.
On the chassis and frame side:
- Frame and underbody corrosion: Coatings improved compared with early 2000s models, but frame, crossmember and bed-mount rust can still be an issue in road-salt regions. Inspect the rear frame kick-up, spare-tyre area, front lower control-arm mounts and brake-line routing carefully.
- Front suspension wear: Upper and lower ball joints, control-arm bushings and front wheel bearings can show play or noise if the truck has seen rough roads, heavy loads or oversized tyres.
- Rear leaf-spring and shackle corrosion: Rust at the rear spring hangers and shackles should be checked on high-mileage or heavily used trucks.
Driveline reliability is generally strong. The A750-series automatic tolerates towing if fluid is kept fresh and the transmission is not overheated by constant heavy loads. Transfer cases and differentials respond well to regular fluid changes and avoiding extended high-speed running in 4H on dry pavement.
From a software perspective, this generation is relatively simple. Some engine and transmission-control updates address shift feel, emissions readiness or idle quality, but there is no high-voltage battery or complex driver-assist controller to worry about. It is still wise to ask a dealer to check for open service campaigns and software updates when you take the truck in for major service or pre-purchase inspection.
Service schedule and buying advice
A sensible maintenance plan for a facelift Tundra 4×4 V6 blends Toyota’s official intervals with the reality of age, mileage and how most trucks are actually used.
Core maintenance intervals (typical guidance)
- Engine oil and filter: Every 10,000 km or 6,000 miles or 12 months with 0W-20 synthetic. Shorten to 5,000 km / 3,000 miles for heavy towing, dusty conditions or mainly short-trip use.
- Engine air filter: Inspect every 15,000 km (10,000 miles); replace every 30,000–40,000 km (20,000–25,000 miles) or sooner in dusty environments.
- Cabin air filter: Replace roughly every 24 months or 30,000 km, more often if airflow drops or odours appear.
- Spark plugs (iridium): Around 100,000 km (60,000 miles) is a common change point; inspect earlier on high-load trucks.
- Coolant: Toyota Super Long Life can run much longer in theory, but on a truck of this age, replacing every 5 years or 80,000–100,000 km helps manage corrosion and water-pump health.
- Automatic transmission fluid: Drain and fill every 60,000–80,000 km (40,000–50,000 miles), especially for towing or frequent 4×4 use.
- Differentials and transfer case: Refresh fluids roughly every 60,000 km, sooner if you ford water or do serious off-road work.
- Brake fluid: Flush every 2–3 years to keep pedal feel and corrosion resistance.
- Belts and hoses: Inspect at every service; replace serpentine belt around 100,000 km or earlier if cracked.
- 12 V battery: Load-test annually after 4–5 years; replace proactively if it struggles in cold weather.
For timing, the 1GR-FE uses a chain rather than a belt, so there is no fixed replacement interval. However, chain stretch or noisy guides should be investigated quickly, especially if accompanied by cam timing-correlation codes or poor starting.
Pre-purchase inspection checklist
When evaluating a used facelift Tundra 4×4 V6:
- Examine the frame rails, crossmembers, spring hangers and bed mounts for scale rust, repairs or perforation.
- Look for uneven tyre wear, clunks over bumps or vague steering that might indicate worn suspension components.
- Check for coolant staining at the water pump, radiator and heater lines.
- Confirm transfer case engagement: shift between 2H, 4H and 4L on a low-traction surface and listen for abnormal noises.
- Inspect the interior for signs of heavy commercial use: torn seat cushions, worn pedals and damaged plastics can reveal a hard life.
- Request evidence of regular oil, transmission and differential services rather than just occasional quick-lube visits.
- Run a VIN check for open recalls and verify completion with a dealer if possible.
As a long-term prospect, a well-maintained Tundra 4×4 V6 is a solid choice for owners who prioritise reliability, mechanical simplicity and usable capability rather than maximum towing or luxury. It is an especially good fit for lighter contractors, outdoor enthusiasts and rural owners who value a straightforward truck they can keep for a decade or more.
On-road and off-road behavior
On the road, the facelift Tundra 4×4 V6 feels every bit a full-size pickup. Steering effort is moderate, the turning circle is large in tight city streets, and the ride can be firm when unladen. Add a few hundred kilograms of tools, camping gear or a trailer on the hitch, and the suspension settles into a more composed and comfortable rhythm.
The 4.0-litre V6 is not quick, especially when compared with the 5.7-litre V8 Tundras or turbocharged rivals. Off the line, it delivers reasonable torque, but highway passing requires a downshift or two. The 5-speed automatic is smooth rather than fast-shifting; in steady-state cruising it holds gears well, but under light acceleration it may hunt on rolling terrain if the truck is heavily loaded.
Noise, vibration and harshness are respectable by body-on-frame standards. The facelift cabin brings slightly better sound insulation and more solid-feeling switchgear compared with earlier XK50 models, although wind noise around the large mirrors and some tyre roar are still present at motorway speeds.
In real-world efficiency:
- Expect roughly mid-teens mpg US in mixed driving with stock tyres and no heavy accessories.
- Steady highway cruising at legal speeds can edge toward the high-teens mpg if you drive gently.
- Off-road work, low-range use, roof racks, lift kits and larger mud-terrain tyres can easily drag consumption into the low-teens or worse.
Off-road, the Tundra 4×4 is helped by its ground clearance, decent approach and departure angles for a full-size truck, and a predictable, mechanically simple 4×4 system. It is not as nimble as a mid-size pickup on narrow trails, but it handles forest roads, snowy tracks and moderate rocky sections competently on appropriate tyres.
Traction and stability control systems step in fairly early on slippery or loose surfaces; some drivers choose to partially disable aids when climbing steep, loose hills to maintain momentum. For towing, the long wheelbase and stiff rear leaf springs provide stable behaviour, provided that tongue weight is set correctly and trailer brakes are in good order.
How this Tundra stacks up
When comparing the facelift Tundra 4×4 V6 to its rivals from the same era, it helps to be clear about priorities.
Against key competitors:
- Ford F-150 3.7 V6 4×4: The Ford often offers higher tow ratings, more gear ratios and a wider spread of trims, plus slightly better fuel-economy numbers in some configurations. However, the Toyota has a simpler, older-school powertrain that many owners consider easier to keep long-term, with fewer concerns about complex timing systems or early direct-injection issues on later turbo engines.
- Chevrolet Silverado 1500 4.3 V6 4×4: The GM V6 is torquier at low rpm and can feel more relaxed when towing, but frame and corrosion stories are more mixed by age and climate. The Tundra typically commands higher used prices but is often viewed as a safer bet for very high mileage.
- Ram 1500 3.6 Pentastar 4×4: The Ram rides and handles well, especially with coil-spring rear suspension on many trims, and offers strong cabin comfort. On the other hand, drivetrain complexity and air-suspension options introduce more potential service cost compared with the Tundra’s straightforward leaf-spring rear and conventional 4×4.
Within Toyota’s own line-up, the 4.0 V6 4×4 Tundra sits above a Tacoma in size, towing and interior space but below a V8 Tundra in outright performance and comfort options. For buyers who rarely tow above 2,000 kg, regularly need a full-size bed or cab, and care more about long-term dependability than image, the V6 4×4 facelift truck hits a useful sweet spot.
If your priorities lean toward:
- Maximum tow rating every weekend.
- High-end infotainment and advanced driver aids.
- The quickest 0–60 mph times in class.
then a V8 Tundra or a newer generation competitor will be a better choice. But if you want a full-size 4×4 pickup that can still be relatively affordable to fuel, insure and maintain, and that rewards careful maintenance with a very long service life, this 1GR-FE 4×4 Tundra deserves serious consideration.
References
<a href="https://www.toyota.com/tundra/2014/features/specs/2506/2514">2014 Toyota Tundra | Specifications | Toyota.com</a> 2014 (Specifications)<a href="https://www.iihs.org/ratings/vehicle/toyota/tundra-crew-cab-pickup/2014">2014 Toyota Tundra Crew Cab pickup</a> 2014 (Safety Rating)<a href="https://www.nhtsa.gov/vehicle/2014/TOYOTA/TUNDRA%252520PU/RC%2525204WD">Vehicle Detail Search - 2014 TOYOTA TUNDRA PU/RC 4WD | NHTSA</a> 2014 (Recall Database and Crash Tests)<a href="https://engine-specs.net/toyota/1gr-fe.html">Toyota 1GR-FE (4.0 V6) engine: specs and review</a> 2022 (Engine Technical Data)<a href="https://www.autoevolution.com/cars/toyota-tundra-2013.html">TOYOTA TUNDRA (XK50) 2013 – Autoevolution</a> 2013 (Model Overview and Dimensions)
Disclaimer
This article is intended for informational purposes only and does not replace professional diagnosis, repair advice or official service information. Specifications, torque values, service intervals and procedures can vary by VIN, production date, market and equipment level. Always confirm details using the official owner’s manual, service manual or technical information system for your specific vehicle, and consult a qualified technician when in doubt.
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