The facelifted Toyota Tundra 4×4 (XK50) with the 1UR-FE 4.6 litre V8 sits in a sweet spot between old-school durability and modern comfort. Introduced with the 2014 model year refresh and sold through 2019, this configuration pairs a naturally aspirated, chain-driven V8 with a six-speed automatic and a robust part-time 4×4 system. With 310 hp and healthy mid-range torque, it is tuned more for reliability and steady pulling power than headline performance figures.
For buyers and owners, the 4.6 V8 Tundra is about long-term dependability, straightforward mechanicals, and a very roomy CrewMax or Double Cab interior. It is not the quickest, most high-tech, or most fuel-efficient half-ton, but it has a strong reputation for running high mileage with relatively few major failures when serviced properly. From 2018 onward, the addition of Toyota Safety Sense P brought modern driver-assistance features, helping this proven platform stay relevant in a competitive full-size truck market.
At a Glance
- Proven 1UR-FE 4.6 V8 (310 hp) with timing chain and port injection, known for long service life when maintained.
- Strong 4×4 hardware, generous ground clearance, and tow ratings that cover most recreational and light commercial needs.
- Fuel consumption is on the high side: many owners see around 14–16 L/100 km (15–17 mpg US) in mixed driving.
- Safety performance is solid for its age but does not match the very latest full-size trucks in small-overlap and headlight tests.
- Typical service rhythm: engine oil and filter every 8,000–10,000 km or 6 months, with shorter intervals if towing or off-roading regularly.
Navigate this guide
- Toyota Tundra 4×4 46 overview
- Tundra 4×4 46 specs and data
- Tundra 46 trims and safety tech
- Tundra 46 reliability and issues
- Tundra 46 maintenance and buying tips
- Tundra 46 driving feel and performance
- Tundra 46 versus rival trucks
Toyota Tundra 4×4 46 overview
The Toyota Tundra 4×4 with the 4.6 litre 1UR-FE V8 belongs to the second-generation XK50 platform, refreshed for the 2014 model year and sold in this form through 2019. The facelift brought a more squared-off exterior, revised interior with a driver-oriented dash, and updated infotainment, while the frame, 4×4 hardware, and basic mechanical package remained familiar.
Within the range, the 4.6 V8 sat below the 5.7 V8. It delivers 310 hp and a solid torque curve via a cast-aluminium, DOHC 32-valve V8 with Dual VVT-i and a timing chain rather than a belt. Power goes through a six-speed automatic transmission to a part-time 4×4 system with 2H, 4H, and 4L. The 4.6 is often seen as the “quiet workhorse” of the lineup: a little slower than the 5.7, but smoother and slightly more efficient, while still capable of towing mid-weight trailers when properly equipped.
A typical 4.6 4×4 CrewMax truck weighs around 2,600 kg (about 5,700 lb) curb and offers payloads in the 650–750 kg range, depending on trim and options. Tow ratings for the 4.6 V8 4×4 vary by cab, bed, axle ratio, and tow package, but broadly span from mid-2,000 kg up to just under 4,500 kg (roughly 6,500–9,800 lb). Lower-spec SR and SR5 models with shorter cabs and tow packages tend to sit toward the upper end; heavily optioned CrewMax trucks land lower.
Inside, the facelifted Tundra feels more modern than early XK50 trucks. The dash is wide but logically laid out, with big physical controls, large instruments, and easy-to-read displays. Sound insulation is improved, and CrewMax models offer an exceptionally large rear seat with a flat rear floor and flip-up cushions, turning the back into a practical cargo area. The trade-off is bed length: CrewMax trucks use a shorter bed, so buyers who frequently haul long materials often prefer a Double Cab with a 6.5 or 8-foot bed.
From an ownership perspective, the main draws of the 4.6 Tundra are long-term reliability, simple naturally aspirated power, proven 4×4 hardware, and strong resale values. The main compromises are thirstier fuel consumption than many modern turbo or hybrid rivals and cabin and safety tech that, while competent, are not as advanced as the very newest full-size platforms.
Tundra 4×4 46 specs and data
Figures below are representative of a 2017–2019 Tundra CrewMax 4×4 with the 4.6 V8. Exact numbers vary by cab, bed, axle ratio, trim, and market. Always confirm against the VIN plate, door sticker, and official manuals for your specific truck.
Engine and performance (1UR-FE 4.6 V8)
| Item | Specification |
|---|---|
| Engine code | 1UR-FE |
| Layout | 90° V8, aluminium block and heads, DOHC, 4 valves per cylinder, Dual VVT-i |
| Displacement | 4.6 L (4,608 cc) |
| Bore × stroke | 94.0 × 83.0 mm (3.70 × 3.27 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection |
| Compression ratio | Around 10.2 : 1 (varies slightly by market) |
| Max power | 310 hp (about 231 kW) @ 5,600 rpm |
| Max torque | 443 Nm (327 lb-ft) @ 3,400 rpm |
| Timing drive | Chain (no routine replacement interval) |
| Emissions / market rating | Full-size light truck, EPA-compliant in North America; regional specs may differ elsewhere |
| EPA fuel economy (typical 4×4) | Around 14 mpg city / 18 mpg highway / 16 mpg combined (approx. 16.8 / 13.1 / 14.7 L/100 km) |
| Rated consumption (other markets) | Common official figures around 15–16 L/100 km city and 13–14 L/100 km highway |
| Real-world highway @ 120 km/h | Frequently reported in the low- to mid-13 L/100 km range (around 17–18 mpg US) unloaded |
| Aerodynamics | Drag coefficient around 0.37, with a large frontal area typical of full-size pickups |
| Firing order | 1-8-7-3-6-5-4-2 (UR-family standard) |
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | A760F 6-speed Super ECT automatic (4WD with 1UR-FE) |
| Gear ratios | 1st 3.520, 2nd 2.042, 3rd 1.400, 4th 1.000, 5th 0.716, 6th 0.586, Reverse 3.224 |
| Final drive ratio (typical) | Around 3.90:1 on many 4.6 4×4 trucks; some tow/off-road packages use shorter gearing around 4.10:1 |
| Drive type | Front-engine, part-time 4×4 (2H / 4H / 4L) |
| Transfer case | Chain-driven 2-speed unit, electronic shift-on-the-fly between 2H and 4H |
| Differentials | Open front and rear; “Auto LSD” mode uses the brakes to simulate a limited-slip effect |
Chassis and dimensions (CrewMax 4×4 example)
| Item | Specification |
|---|---|
| Front suspension | Double wishbone with coil-over shocks and stabilizer bar |
| Rear suspension | Solid axle with multi-leaf springs and staggered shocks |
| Steering | Hydraulic rack-and-pinion with variable assist |
| Front brakes | Ventilated discs, roughly 380 mm (15 in) diameter |
| Rear brakes | Ventilated discs, slightly smaller than front |
| Wheels / tyres (typical) | 18×8 in alloys with 255/70 R18 or 275/65 R18 all-season or all-terrain tyres |
| Ground clearance | Roughly 259 mm (10.2 in), depending on tyres and trim |
| Approach / departure angles | Generally mid-20s degrees approach and high-teens departure on stock bumper and hitch |
| Overall length | Around 5,8 m (approximately 229 in) for CrewMax short bed |
| Width (without mirrors) | About 2,0 m (around 80 in) |
| Height | About 1,9 m (around 76 in) |
| Wheelbase | Around 3,70 m (about 146 in) CrewMax |
| Turning circle (kerb-to-kerb) | About 13,2 m (around 43 ft) |
| Curb weight | Roughly 2,5–2,6 tonnes (5,500–5,700 lb) depending on options |
| GVWR | Typically 3,2–3,3 tonnes (around 7,000–7,200 lb) |
| Fuel tank | 100 L (about 26.4 US gal) |
| Cargo box (CrewMax 5.5 ft bed) | Internal length about 1,67 m; volume roughly 1,3–1,4 m³ depending on measurement standard |
Performance and capability
| Item | Specification / typical |
|---|---|
| 0–100 km/h (0–62 mph) | Approximately 8–9 seconds for Double Cab/CrewMax 4×4 4.6 on stock tyres |
| Top speed | Around 175 km/h (about 109 mph), typically limited |
| Braking 100–0 km/h | Around 40–42 m (130–138 ft) with good tyres on dry pavement |
| Towing capacity (4.6 4×4) | Roughly 2,950–4,445 kg (6,500–9,800 lb), depending on cab, bed, axle ratio and tow package |
| Payload | Commonly about 650–750 kg (1,430–1,650 lb) on CrewMax; some Double Cabs rated higher |
| Roof load | Often around 75–100 kg (165–220 lb) including rack; confirm in manual |
Fluids and service capacities (approximate)
| System | Spec / viscosity | Capacity (approx.) |
|---|---|---|
| Engine oil | 0W-20 API SN / ILSAC GF-5, Toyota Genuine or equivalent | Approx. 7.5 L (7.9 US qt) with filter |
| Engine coolant | Toyota Super Long Life Coolant (pink), 50:50 mix | Around 12 L system capacity |
| Automatic transmission | Toyota ATF WS | Roughly 11 L total system capacity in A760F |
| Front differential (4×4) | 75W-90 GL-5 gear oil | Around 2.0 L |
| Rear differential | 75W-90 GL-5 gear oil | Around 4.6–4.9 L depending on axle |
| Transfer case | Toyota 75W gear oil (straight 75 weight) | Around 1.5 L |
| A/C refrigerant | R-134a; charge mass varies by cab and market (check under-hood label) | |
| Spark plugs | Long-life iridium; factory interval around 192,000 km (120,000 miles) | |
| Wheel nut torque | Commonly specified near 130 Nm (around 95–100 lb-ft); confirm per market |
Electrical and safety-related hardware
| Item | Specification |
|---|---|
| Alternator | Typically 100–150 A depending on tow and electrical packages |
| 12V battery | Group 24F or 27F, often around 70–75 Ah, 600–710 CCA in colder climates |
| Safety electronics | ABS, EBD, Brake Assist, stability control, traction control and Trailer Sway Control as standard; from 2018, Toyota Safety Sense P adds radar/camera-based driver assistance |
Tundra 46 trims and safety tech
From the 2014 facelift through 2019, the 4.6 V8 4×4 was mainly available in SR and SR5 trims, with limited regional overlap into higher trims. The 5.7 V8 dominated the upscale versions, but understanding the hierarchy helps you identify how a given truck is equipped.
Trim and equipment themes (4.6 4×4)
- SR
Work-focused trim with vinyl or basic cloth seats, simpler audio, and minimal cosmetic extras. Steel wheels and bench front seats are common. These trucks are often fleet or utility workhorses. - SR5
The most common 4.6 configuration. Adds alloy wheels, upgraded cloth seats, improved infotainment, more sound insulation, and more comfort and convenience options. Many SR5 trucks carry popular packages like TRD Off-Road, Convenience, and Upgrade packs, which layer on better seats, centre console, larger screen, and extra features. - TRD Off-Road package (usually SR5)
Includes specific shocks, off-road-tuned suspension, skid plates, unique wheels, and appropriate all-terrain tyres. On some models, it pairs with tow-oriented gearing and a full tow package, making the truck more capable off the beaten path without turning it into a hardcore rock crawler.
Quick identifiers for a 4.6 4×4:
- Badging labelled “i-Force 4.6L V8” on the fenders rather than “5.7L V8”.
- SR and many SR5 4.6 trucks have simpler interiors and more conservative wheel designs.
- VIN and build plate will list 1UR-FE as the engine code; dealers can decode this quickly.
Year-to-year changes affecting safety and equipment
- 2014–2015 – Launch of the facelift with the new front end, updated dash, and improved infotainment. Rear camera availability expands and becomes more consistent.
- 2016–2017 – Primarily cosmetic and feature adjustments; optional packages and colours change, but the basic safety and mechanical package remain similar.
- 2018 – Toyota Safety Sense P (TSS-P) becomes standard on all Tundra models, including 4.6 SR and SR5. This is a significant step up in active safety.
- 2019 – Range rationalisation; regular-cab configuration disappears from many markets, with focus on Double Cab and CrewMax. The 4.6 continues but its share shrinks relative to the 5.7.
Safety ratings
- NHTSA (US) – CrewMax Tundras from this era generally carry a 4-star overall rating, with 4 stars in frontal crash, 5 stars in side impact, and 4 stars for rollover.
- IIHS (US) – Extended cab models of this generation perform well in moderate overlap, side, and roof strength tests, but small-overlap frontal performance and headlight ratings limit them from reaching the highest awards. Head restraints and whiplash ratings are usually strong.
In Europe and other regions where the Tundra is rare or imported, there may be no local crash-testing; buyers typically rely on US safety data.
Safety systems and ADAS
- 2014–2017 baseline
- 8 airbags (including front, side, curtain, and driver knee airbag on most trucks).
- ABS, EBD, Brake Assist, Vehicle Stability Control, Traction Control, Trailer Sway Control, and tire pressure monitoring.
- Rear-view camera common or standard depending on market and trim.
- From 2018: TSS-P standard
- Pre-Collision System with Pedestrian Detection (forward AEB).
- Lane Departure Alert (with or without steering assist depending on spec).
- Dynamic Radar Cruise Control (adaptive cruise).
- Automatic High Beams.
On 2018+ trucks, windshield replacement, front bumper work, or changes to ride height and alignment may require radar and camera recalibration. After collision or glass repairs, it is important that a shop with the right tools confirms sensor aiming and completes test drives so that AEB, lane alert, and adaptive cruise behave correctly.
Tundra 46 reliability and issues
The Tundra 4×4 4.6 V8 has a strong reputation for long-term reliability. Many examples run well past 300,000 km and even 300,000 miles with the original engine and transmission, provided maintenance is consistent and usage is sensible. That said, no truck is perfect, and there are patterns that owners and buyers should understand.
Common issues (generally moderate cost)
- Secondary air injection system faults
The UR-family V8s use a secondary air injection system for cold-start emissions. In some climates, moisture intrusion can cause corrosion in pumps and valves, leading to check-engine lights, reduced-power modes, or noisy pumps on cold starts. The usual remedy is replacement of the affected pumps and valves with updated parts. Catching the issue early often prevents more extensive damage. - Water pump seepage
Over time, water pump seals may begin to seep, leaving pink or white residue and a faint coolant smell. This usually develops at higher mileage. Replacement of the pump and inspection of the drive belt and pulleys is the standard repair. When caught early, it is a controlled medium-cost job rather than a breakdown. - Front suspension wear
Heavy front axle loads and rough roads can accelerate wear in lower control arm bushings, ball joints, and sway bar links. Symptoms include knocking noises over bumps, vague steering, or uneven inner-tyre wear. Quality replacement components and a proper alignment restore the steering feel.
Occasional issues (potentially higher cost)
- Exhaust manifold cracking or gasket leaks
Some trucks develop a ticking noise on cold starts that quiets as the engine warms. This can indicate small cracks in the exhaust manifold or failing manifold gaskets. Repair typically involves replacing the manifold and gaskets, which is labour-intensive and therefore not cheap. - Automatic transmission concerns when neglected
The A760F transmission is robust when fluid quality is maintained. Trucks that tow heavy loads or see hot climates without fluid changes can develop harsh shifts, shuddering under light throttle, or delayed engagement. Gentle, periodic drain-and-fill services help; once severe symptoms appear, repairs may involve torque converter or full transmission work. - Charging system headroom
Trucks with the lower-output alternator can be marginal when owners add winches, large off-road light bars, or powerful audio systems. Voltage drops at idle are the first sign. Many owners address this either by limiting accessory loads at idle or upgrading to a higher-output alternator.
Rare but important to check
- Frame corrosion
While the facelifted XK50 Tundra improved on earlier generations’ rust issues, trucks in heavy-salt regions can still suffer. Pay particular attention to frame rails, rear crossmembers, leaf spring mounts, and the area above the spare tyre. Surface rust is normal; deep scaling, flaking, or perforation is not. - Airbag and seat-mount recalls
Various safety-related recalls have addressed airbag control units, seat mounts, and related components over the years. Any used Tundra should have its VIN checked on official recall websites or through a Toyota dealer to ensure all campaigns are complete.
Software updates and calibrations
Factory technical bulletins have covered engine and transmission control software updates, often aimed at improving shift quality, drivability, or emissions readiness. On trucks with TSS-P, calibration of radar and camera modules after relevant repairs is critical. A truck that has been properly updated and calibrated will generally feel smoother and have fewer nuisance warning lights.
Pre-purchase reliability checklist
For a prospective 4.6 4×4 Tundra purchase, ask for:
- A complete service history with regular oil changes, cooling system care, and evidence of driveline fluid changes if the truck has towed frequently.
- Proof that all recalls have been completed (printout from a dealer or official recall site).
- A cold start and extended test drive to listen for exhaust ticks, belt or chain noises, and to check shift behaviour both when cold and fully warmed up.
- A thorough underbody inspection for corrosion, leaks, and damage to skid plates, crossmembers, and suspension components.
Tundra 46 maintenance and buying tips
A well-planned maintenance schedule is the best way to turn the Tundra 4.6 4×4 into a long-term, low-drama vehicle. The outline below is a practical starting point; always follow the official maintenance guide for your market, then adapt based on use.
Practical maintenance schedule (distance/time)
- Engine oil and filter
Change every 8,000–10,000 km or 6 months, whichever comes first. For towing, frequent short trips, or dusty off-road driving, shorten to about 5,000 km or 3–4 months. - Engine air filter
Inspect around every 15,000 km; replace roughly every 30,000–45,000 km, or more often in dusty environments. - Cabin air filter
Replace about every 24,000 km or once a year. Clogged cabin filters reduce HVAC performance and can mist up windows more easily. - Spark plugs
The long-life iridium plugs can typically stay in service up to about 192,000 km (120,000 miles). Check for misfire codes or rough running; replace early if necessary. - Coolant
First change around 160,000 km (100,000 miles), then about every 80,000 km or 5 years. Always use the correct Toyota pink Super Long Life Coolant or equivalent. - Automatic transmission fluid
Even where the unit is labelled “lifetime filled”, a conservative owner treats ATF as a consumable. For mixed driving with some towing, aim for a drain-and-fill every 96,000–145,000 km (60,000–90,000 miles). - Differentials and transfer case
Front and rear differentials and the transfer case benefit from fluid changes every 50,000–60,000 km if towing or off-roading, and at least every 80,000–100,000 km in lighter duty. Use the specified gear oils and the dedicated Toyota 75W transfer case fluid. - Brake fluid
Replace every 2–3 years regardless of mileage. Moisture-contaminated fluid reduces braking performance and accelerates corrosion. - Brake pads and rotors
Inspect at least annually. Trucks that tow or live in city traffic will consume front pads much faster than those doing highway miles. - Serpentine belt and cooling hoses
Begin close checks after 100,000 km. Replace belts showing cracks, fraying, or glazing, and any hoses that feel soft, swollen, or brittle. - 4×4 system
Operate 4H and 4L a few times per year on a loose surface to keep actuators and internal components free. Avoid engaging 4H on high-traction dry pavement. - Tyres, alignment, and rotation
Rotate tyres every 10,000–12,000 km to even wear, and check alignment annually or after any suspension work or serious pothole strike. - 12V battery
Load-test annually after year four and plan replacement between years five and seven, depending on climate.
For the timing chain, there is no fixed replacement interval. Listen for rattles at cold start, monitor for timing-related fault codes, and maintain clean oil. If chain stretch or guide wear is detected, replacement is a one-time major repair.
Buyer’s guide: inspection checklist
When evaluating a used Tundra 4.6 4×4:
- Structure and corrosion
- Inspect frame rails, crossmembers, and spring mounts. Look for deep scaling, flaking, or prior welding repairs.
- Check the bed underside, tailgate, and cab corners for rust.
- Driveline and 4×4
- On a dirt or gravel lot, test 2H, 4H, and 4L engagement. Look for smooth, prompt shifts and no grinding noises.
- Feel for clunks in the driveline when shifting from Park to Drive or Reverse.
- Cooling system
- Check coolant level and colour; look for crust or dampness around the water pump and radiator.
- Confirm that the engine reaches normal temperature and stays stable during the test drive.
- Electronics and interior
- Test all windows, locks, seats, HVAC modes, and infotainment functions.
- Confirm that ABS, 4×4, airbag, and check-engine lights go out after start-up.
- Documentation
- Ask for the maintenance book or digital service records and a printout of recall status.
- Prioritise trucks with consistent service history over lower mileage but unknown maintenance.
Recommended years and trims
Mechanically, all facelift 2014–2019 4.6 4×4 trucks are capable. If active safety is a priority, 2018–2019 SR or SR5 trucks with TSS-P are particularly attractive. For a basic, durable work truck, early SR 4.6 4×4 models can be excellent value. If you want more comfort and off-road readiness, a well-equipped SR5 with TRD Off-Road and the tow package is often the sweet spot.
In terms of long-term durability, the main risks come from heavy towing with neglected fluids, advanced corrosion, or repairs done cheaply after accidents. A clean, well-maintained, unmodified truck is the best starting point.
Tundra 46 driving feel and performance
On the road, the Tundra 4.6 4×4 feels like a traditional full-size pickup with a smooth, somewhat understated V8. It is not a performance model, but it moves confidently and feels relaxed at typical speeds.
Ride, handling, and noise
- Ride quality
Unladen, the rear leaf springs can feel bouncy over sharp bumps, especially on bad roads. Add some weight in the bed or hitch up a trailer and the truck settles and feels more composed. TRD Off-Road trucks ride a bit firmer but better control big impacts. - Handling
The steering is light at parking speeds and gains sensible weight on the highway. The truck tracks straight and feels stable in crosswinds, helped by its long wheelbase. In tight city streets and parking garages, the sheer size and turning circle demand attention. - Cabin noise
Wind and road noise are acceptable for a body-on-frame truck of this era. The V8 is quiet when cruising and becomes pleasantly vocal when you ask for full power.
Powertrain character
- Engine response
Throttle response is linear, with useful torque available from low rpm. The engine prefers to rev a bit to deliver brisk acceleration, but it is smooth and willing to do so. Compared with the 5.7, the 4.6 feels milder but not weak. - Transmission behaviour
The six-speed automatic prioritises early upshifts in normal driving to save fuel. Engage tow/haul mode and it holds gears longer, downshifts more decisively on hills, and manages torque converter lock-up to control temperatures. Shifts should feel clean and predictable; roughness or slipping suggests that fluid maintenance is overdue or that heavy towing has taken a toll.
Fuel economy in real use
Actual consumption varies widely with load, tyres, and driving style, but many owners report:
- City: 16–19 L/100 km (12–15 mpg US), strongly dependent on traffic and idling.
- Highway (100–120 km/h): 13–15 L/100 km (16–18 mpg US) with stock tyres and no roof rack or large accessories.
- Mixed: Around 14–16 L/100 km (15–17 mpg US) in everyday use.
Towing a mid-weight camper or car trailer commonly pushes consumption above 20 L/100 km (around 10–11 mpg US). Planning fuel stops is wise when towing long distances.
Traction, off-road, and towing
- 4×4 capability
The part-time 4WD system with low range is strong and simple. With good all-terrain tyres, the truck copes well with dirt, mud, and snow. Electronic aids like traction control and Auto LSD help, but in deep mud or sand some drivers prefer to partially disable them to maintain momentum. - Snow and winter
The combination of weight, ground clearance, and stability control makes the Tundra predictable in winter, provided it is fitted with appropriate winter tyres in harsh climates. - Towing behaviour
The 4.6 shines with trailers in the 2,000–3,000 kg range where it feels composed without constantly hunting between gears. Steep grades and strong headwinds raise engine speeds and fuel use but the drivetrain is comfortable with sustained work as long as cooling and fluids are healthy. A proper weight-distributing hitch and trailer brakes make a noticeable difference to stability and braking.
Taken together, the Tundra 4.6 4×4 is more about quiet competence than drama. It is not the most powerful or efficient half-ton, but it feels honest and predictable, which many owners value more than outright speed.
Tundra 46 versus rival trucks
When you compare the Tundra 4.6 4×4 facelift to contemporary Ford F-150, Chevrolet Silverado / GMC Sierra 1500, and Ram 1500 models, three themes emerge: reliability, simplicity, and efficiency trade-offs.
Against Ford F-150 (5.0 V8 and EcoBoost)
Ford’s 5.0 V8 and turbocharged EcoBoost V6 engines usually offer stronger acceleration and, on paper, higher tow ratings. Later F-150s also benefit from more gears in their automatic transmissions, helping keep engines in their sweet spots. Fuel economy, especially on the highway, tends to favour Ford’s modern powertrains.
However, those advantages come with added complexity: turbocharging, direct injection, more elaborate emissions systems, and more intricate electronics. The Tundra counters with a naturally aspirated, port-injected V8 and a simpler six-speed, which appeals to buyers who plan to keep their truck for many years and prefer fewer potential failure points.
Against Chevrolet Silverado / GMC Sierra 1500 (5.3 V8)
GM’s 5.3 V8-equipped half-tons of this era often ride more softly and can feel a bit more car-like in daily driving. Their cabins and infotainment systems in higher trims are polished, and features like cylinder deactivation and later multi-speed automatics help with fuel consumption.
The Tundra, on the other hand, tends to be chosen by buyers who prioritise durability and a simpler setup over outright refinement. Its interior is robust and straightforward, and the chassis is built with heavy-duty usage in mind. For some owners, the trade-off of a slightly rougher ride for stronger perceived longevity is worthwhile.
Against Ram 1500 (5.7 Hemi)
Ram 1500 models with the 5.7 Hemi engine often lead the class for ride comfort thanks to rear coil springs or optional air suspension. Cabins are quiet, and the trucks feel very refined in everyday use. The Hemi typically out-accelerates the 4.6 Tundra and can match its tow capability in many configurations.
Where the Tundra stands out is in perceived long-term simplicity. Some buyers are cautious about the extra complexity of air suspension, multi-displacement systems, and certain electronics. The Tundra’s combination of a naturally aspirated V8, conventional steel springs, and proven driveline components is attractive for long-term, hard-use scenarios.
Who the Tundra 4.6 4×4 is for
This specific configuration makes the most sense if:
- You want a truck primarily for reliability and low-drama ownership rather than maximum power or efficiency.
- Your towing needs are in the mid-range rather than at the absolute top of the half-ton segment.
- You value a straightforward, naturally aspirated V8 with a strong track record and a simple, robust 4×4 system.
- You are comfortable budgeting for higher fuel use in exchange for durability and straightforward maintenance.
If your highest priorities are cutting fuel costs, towing at the very limits of half-ton ratings, or having the latest cabin technology and top-tier crash ratings, a newer generation truck—whether another brand or the later hybrid Tundra—may suit you better. For many owners, though, the XK50 Tundra 4.6 4×4 remains an appealing choice for its blend of proven engineering and honest capability.
References
- Toyota Tundra II CrewMax (facelift 2017) 4.6 V8 (310 Hp) 4×4 ECT-i | Technical specs, data, fuel consumption, Dimensions 2025 (Technical Specs)
- 2014 Tundra – Owners’s Manual 2014 (Owner’s Manual)
- TUNDRA 2014 (Warranty and Maintenance Guide)
- Toyota Camry Achieves 5-Star, Tundra CrewMax 4-Star Overall Rating in NHTSA Crash Test 2014 (Safety Rating)
- 2014 Toyota Tundra 2021 (Safety Rating)
Disclaimer
This article is provided for informational purposes only and is not a substitute for professional diagnosis, repair, or safety advice. Specifications, torque values, service intervals, and procedures can vary by model year, VIN, market, equipment, and modifications. Always verify critical information against your vehicle’s official Toyota service documentation, owner’s manual, warranty and maintenance guide, and local regulations, and consult a qualified technician before performing work that affects safety or compliance.
If you found this guide helpful, you are welcome to share it with other owners and shoppers on platforms such as Facebook or X/Twitter. Doing so supports xcar’s work and helps keep detailed, technically grounded content available for the community.