The facelifted 2002–2004 Toyota Tundra RWD (XK30) with the 5VZ-FE 3.4 litre V6 sits in an interesting spot in the first-generation Tundra range. It keeps the proven V6 from earlier trucks but adds a refreshed front end, interior improvements, and extra configurations such as the Double Cab, all while staying easier to park and live with than many full-size rivals. For buyers who use their truck mainly on pavement and in mild climates, rear-wheel drive reduces mechanical complexity and cost, yet still provides meaningful towing and hauling ability.
The 5VZ-FE V6 is shared with the Tacoma and 4Runner of the era, and its reputation for long life is a major part of the Tundra’s appeal. When paired with the RWD chassis, it delivers relaxed, predictable behaviour and acceptable fuel consumption for a body-on-frame pickup. The main questions today are about rust, suspension wear, and timing belt maintenance, not whether the engine is strong enough. This guide focuses on the facelift XK30 V6: specs, performance, reliability, safety context, and the maintenance approach that makes these trucks worth owning now.
Quick Specs and Notes
- Facelift 2002–2004 Tundra RWD XK30 keeps the 5VZ-FE 3.4 l V6 at about 190 hp, with a smooth torque curve tuned for everyday drivability rather than speed.
- Rear-wheel drive layout and independent front suspension give a comfortable, car-like ride for a body-on-frame truck, especially for owners who rarely need 4×4.
- Key ownership caveat is underbody and frame corrosion on trucks from heavy-salt regions; frame condition and prior rust treatments matter as much as mileage.
- A conservative timing belt, tensioner, and water pump replacement interval of around 90,000 miles (145,000 km) or 9 years is wise, especially if history is unclear.
- Typical mixed-use fuel economy for a healthy 3.4 RWD automatic often falls in the 15–18 mpg US (13–16 l/100 km) range, with highway trips at the upper end.
Navigate this guide
- Facelift XK30 3.4 Tundra profile
- 2002–2004 3.4 RWD specs
- Facelift RWD trims and safety
- XK30 3.4 reliability patterns
- Maintenance roadmap and buying advice
- On-road performance and manners
- How the facelift V6 RWD compares
Facelift XK30 3.4 Tundra profile
The facelifted 2002–2004 Tundra RWD (XK30) with the 5VZ-FE 3.4 V6 is best thought of as a refined evolution of the 2000–2002 trucks rather than a clean-sheet redesign. Toyota updated the front end, revised the interior trim and options, and broadened the cab and bed combinations, especially with the introduction of the Double Cab. Under the skin, however, the basic recipe is unchanged: a mid-sized full-size pickup with a strong ladder frame and a drivetrain tuned more for longevity than spectacle.
The 5VZ-FE engine gives the facelift V6 Tundra a familiar character. It is a 60° V6 with an iron block and aluminium double overhead cam cylinder heads, four valves per cylinder, and sequential multiport fuel injection. The focus is smooth, predictable torque in the low to midrange, where a daily-driven truck spends most of its life. In rear-wheel drive form, the truck feels lighter and more straightforward than its 4×4 siblings, with fewer rotating components and less parasitic loss in the driveline.
Visually, facelift trucks can usually be spotted by their revised grille, lights, and, on many trims, updated wheels. Inside, materials and colours were tweaked, and some equipment was reshuffled, but the cabin remains practical and truck-like: large controls, clear gauges, and durable fabrics. Access Cab and Double Cab configurations make the XK30 V6 a realistic family and work truck, capable of carrying people and cargo without feeling unwieldy.
From an ownership perspective, the facelift years benefit from Toyota’s incremental improvements and from lessons learned earlier in the production run. That said, age-related issues like suspension wear, frame corrosion, and rubber component degradation do not care about facelift styling. For shoppers and owners today, the question is not whether the design works—it clearly does—but how well each individual truck has been maintained.
2002–2004 3.4 RWD specs
This section focuses on the rear-wheel drive XK30 Tundra with the 5VZ-FE 3.4 litre V6 and 4-speed automatic transmission in the 2002–2004 facelift years. Exact values vary slightly by market, cab, and bed length, so always verify against the documentation for a specific vehicle.
Engine and performance (Engine and Performance)
| Item | Value |
|---|---|
| Engine code | 5VZ-FE V6 petrol |
| Layout and valvetrain | 60° V6, iron block, aluminium DOHC heads, 4 valves per cylinder |
| Displacement | 3.4 l (3,378 cc) |
| Bore × stroke | 93.5 mm × 82.0 mm |
| Induction | Naturally aspirated |
| Fuel system | Sequential multiport fuel injection |
| Compression ratio | Around 9.6 : 1 |
| Max power | Approx. 190 hp (about 142 kW) @ around 4,800 rpm |
| Max torque | Roughly 220 lb-ft (≈300 Nm) @ around 3,600 rpm |
| Timing drive | Belt-driven camshafts with external tensioner and idlers |
| Emissions context | Designed to meet early-2000s US and Japanese petrol standards |
| Typical combined consumption | Around 13–16 l/100 km (15–18 mpg US) in mixed RWD use |
These numbers do not make the Tundra a quick vehicle by modern standards, but the usable torque and linear throttle response make it easy to drive in traffic and on the highway.
Transmission and driveline (Transmission and Driveline)
| Item | Value |
|---|---|
| Transmission | 4-speed automatic with lock-up torque converter (A340-family) |
| Gear ratios (typical) | 1st 2.804, 2nd 1.531, 3rd 1.000, 4th 0.705, Rev 2.393 |
| Drive type | Rear-wheel drive (RWD) |
| Differential | Rear solid axle with open differential; limited-slip available in some markets |
| Axle ratios | Commonly around 3.91:1 or similar, depending on build code |
| Traction aids | No stability control on early years; basic traction is tyre- and driver-dependent |
Compared with 4×4 Tundras, the RWD trucks have fewer driveline components, which simplifies maintenance and reduces weight and friction losses.
Chassis and dimensions (Chassis and Dimensions)
| Item | Value |
|---|---|
| Frame | Ladder-type steel frame |
| Front suspension | Independent double wishbone with coil springs and anti-roll bar |
| Rear suspension | Solid axle with leaf springs; anti-roll bar on some trims |
| Steering | Rack-and-pinion, hydraulic assistance |
| Brakes | Front ventilated discs, rear drums; ABS widely available/standard |
| Typical wheel/tyre | Around 245/70 R16; 16-inch steel or alloy wheels depending on trim |
| Overall length | Roughly 5,525–5,600 mm (217–220 in), cab/bed dependent |
| Width | Around 1,910 mm (75 in) excluding mirrors |
| Height | Approx. 1,780–1,800 mm (70–71 in) for RWD ride height |
| Wheelbase | About 3,260 mm (128.3 in) for common configurations |
| Ground clearance | Around 230–250 mm (9–10 in) unladen for RWD |
| Curb weight | Roughly 1,900–2,000 kg (4,190–4,410 lb) |
| GVWR | Around 2,600–2,720 kg (5,730–6,000 lb) |
Performance and capability (Performance and Capability)
| Item | Value |
|---|---|
| 0–100 km/h (0–62 mph) | Approx. mid/high 10s seconds, unloaded |
| Top speed | Roughly 170 km/h (105 mph), limited mainly by gearing and drag |
| Max trailer weight (braked) | Often around 2,300–2,700 kg (5,000–6,000 lb) with tow package |
| Typical payload | About 650–850 kg (1,400–1,900 lb), dependent on cab and options |
| Roof load | Adequate for standard rack systems; confirm with manual for exact limit |
RWD versions usually have slightly higher official tow ratings than 4×4 counterparts with the same engine due to weight and driveline losses, though real-world traction can be lower on slippery surfaces.
Fluids and service capacities (Fluids and Service Capacities)
Exact figures vary, but typical ranges are:
- Engine oil: about 5.3–5.6 litres (5.6–6.0 US qt) with filter; common viscosities 5W-30 or 0W-30 meeting current petrol engine standards.
- Engine coolant: Toyota long-life coolant; total system capacity roughly 7–9 litres.
- Automatic transmission fluid: Toyota ATF Type T-IV (or approved equivalent), with total capacity near 8–9 litres; a drain-and-fill typically replaces a portion of this.
- Rear differential oil: 75W-90 GL-5 gear oil, capacity depending on axle.
- Power steering: ATF-type fluid as specified on the reservoir.
- A/C refrigerant: R134a, charge quantity shown on underhood label.
Key torque values (always cross-check with a manual):
- Wheel nuts: typically in the 100–120 Nm (75–90 lb-ft) range.
- Spark plugs: around 18–25 Nm (13–18 lb-ft) depending on plug design.
- Oil drain plug: often around 30–40 Nm (22–30 lb-ft).
Electrical (Electrical)
- Alternator: generally around 90–110 A output, sufficient for factory loads.
- 12 V battery: group size and capacity vary; many trucks use a medium to large lead–acid battery with ample cold-cranking amps for cold starts.
- Spark plugs: long-life platinum or iridium, with gaps set according to manual; mis-gapped or incorrect plugs can affect drivability and fuel consumption.
Facelift RWD trims and safety
The facelifted 3.4 RWD Tundra XK30 mirrors the broader Tundra range in trim structure. Exact names vary by market, but typical levels are work-oriented base models, mid-grade SR5, and upscale Limited, all available in rear-wheel drive.
Trims and equipment
Base and work-truck style trims
These trucks usually emphasise function and simplicity:
- Cloth bench or split-bench seating with durable, easy-to-clean fabrics.
- Steel wheels and minimal chrome or body-colour trim.
- Manual air conditioning, basic audio, and fewer electrical features, reducing cost and complexity.
- Mechanically identical engine and transmission to higher trims, which is attractive if you prioritise simplicity over features.
SR5 RWD V6
The SR5 configuration is often the sweet spot for many owners:
- Power windows and locks, with keyless entry on many units.
- Alloy wheels, nicer exterior trim, and better interior materials.
- Bucket seats with a centre console in some trucks, plus improved storage and audio options.
- Availability of tow packages with receiver hitch, wiring, and sometimes additional coolers.
SR5 trucks are common with both Access Cab and Double Cab bodies, making them versatile for mixed work and family use.
Limited RWD V6 (where offered)
Limited-level RWD V6 models are less common than their V8 counterparts but do exist in some markets:
- Leather upholstery and power-adjustable front seats.
- Automatic climate control and premium audio with more speakers and, on some trucks, an in-dash CD changer.
- Body-colour or chrome bumpers, fog lamps, and larger alloy wheels.
- More insulation for a quieter cabin, especially on the highway.
In all trims, the mechanical core—5VZ-FE, automatic transmission, RWD axle, and steering/suspension layout—remains essentially the same. That means parts commonality is strong across the range.
Safety equipment and ratings
In the 2002–2004 period, the Tundra’s safety profile is rooted in its basic structural design and passive safety systems:
Standard or widely available equipment typically includes:
- Dual front airbags.
- Three-point belts for outboard seating positions.
- Anti-lock brakes (ABS) on most models.
- Energy-absorbing steering column and crumple-zone front structure.
Depending on market and model year, some facelift Tundras added:
- Optional side airbags for front occupants.
- Enhanced seatbelt pretensioners and force limiters.
Electronic stability control and traction control were not yet common on these trucks, and there are no factory advanced driver assistance systems such as automatic emergency braking, lane assist, or blind-spot monitoring.
Crash-test results from period agencies generally rated the Tundra well for frontal impact for its time, with some variability in side-impact performance depending on configuration. The truck predates many modern small-overlap and pedestrian safety tests, so direct comparisons with much newer vehicles should be made with that in mind.
Child-seat provisions and repair implications
- ISOFIX/LATCH lower anchors were not universal; child seats often rely on proper use of seatbelts and, where fitted, top tether anchors.
- When assessing a used truck, inspect seatbelts for fraying, proper retraction, and positive latch engagement.
- After collision repairs involving the frame, front structure, steering, or suspension, it is important to verify alignment, steering-centre, and braking behaviour with a careful road test.
Safety on these older trucks depends heavily on the condition of tyres, brakes, suspension, and steering components, plus driver behaviour. A well-maintained Tundra can still provide reassuring protection in everyday use.
XK30 3.4 reliability patterns
The 5VZ-FE Tundra facelift is generally considered a robust, long-lived truck, but age, mileage, and environment shape each example. Understanding typical issues by system helps you separate minor maintenance from serious concerns.
Engine and fuel system
Timing belt and front-engine service
- The 5VZ-FE uses a timing belt. If service records do not clearly show replacement within roughly the last 90,000 miles (145,000 km) or 9 years, plan to do it.
- A thorough job includes the belt, tensioner, idler pulleys, water pump, thermostat, and often cam and crank seals.
- Neglect increases the risk of sudden belt failure, which can leave you stranded and may in some cases risk internal damage.
Cooling system
- Radiators can develop leaks at plastic end tanks with age.
- Hoses and clamps deteriorate over time, especially in hot climates or where coolant was not changed regularly.
- Heater core and heater hoses can leak or become restricted, causing poor cabin heat or coolant odours.
Regular coolant changes with the correct type and concentration significantly reduce these problems.
Oil leaks and gaskets
Common age-related seepage points include:
- Valve cover gaskets, leading to oil smells and dampness around the top of the engine.
- Front crankshaft seal and camshaft seals, especially if timing belt service was delayed.
- Oil pan and drain plug area if overtightened or damaged.
These leaks are usually manageable but can get worse if ignored, leading to dirt accumulation and potential rubber degradation in nearby components.
Ignition, sensors, and drivability
- Coil-on-plug ignition components and high-tension leads (on some variants) age and may cause misfires.
- Oxygen sensors and mass airflow sensors can drift out of spec, increasing fuel consumption and causing check-engine lights.
- Throttle body deposits can lead to unstable idle or hesitation; careful cleaning often restores smoothness.
Overall, the 5VZ-FE is forgiving, but small drivability issues can be early signs that preventative maintenance is overdue.
Transmission and rear axle
The 4-speed automatic used in the RWD Tundra is generally reliable with fresh fluid and reasonable loads:
- Old, dark, or burnt ATF is a warning sign; expect shift flare, harsh engagement, or delayed gear selection in neglected gearboxes.
- Frequent towing or hot-climate service speeds up fluid degradation; shorter service intervals are better in these conditions.
- Rear differential issues are less common but can appear after severe overloading, low fluid levels, or many miles without fluid changes; symptoms include whining, rumbling, or clunks.
Suspension, steering, and chassis
Common wear items on ageing XK30 trucks include:
- Lower ball joints and tie-rod ends, which can cause vague steering, uneven tyre wear, or clunks over bumps.
- Front control arm bushings, which degrade and lead to wandering or instability at speed.
- Rear leaf spring bushings and shackles, which can develop play or noise.
- Shock absorbers, which may leak or lose damping, especially on trucks run heavily loaded or on rough roads.
Frame corrosion, particularly in regions with heavy road salt, is a major concern:
- Look for rust at frame rails, crossmembers, rear spring mounts, and fuel tank strap mounts.
- Severe corrosion can compromise the structure even if the engine and transmission are healthy.
Some trucks may have received factory or dealer-applied corrosion inspections and treatments; documentation and physical inspection are both important, as past campaigns do not guarantee current condition.
Recalls, bulletins, and extended coverage
Over their lives, many first-generation Tundras were subject to:
- Ball-joint related recalls, addressing potential separation risks.
- Frame and rear crossmember corrosion inspections and, in some cases, treatments or replacements.
- Campaigns addressing spare tyre carrier brackets and fuel tank strap corrosion.
When buying or maintaining a facelift Tundra, it is wise to:
- Check the VIN through official channels for outstanding or completed recalls.
- Retain documentation of any recall or service campaign work completed, as it can be valuable for resale and for understanding the truck’s history.
Maintenance roadmap and buying advice
A clear maintenance plan is one of the best ways to get the full value out of a facelift 3.4 RWD Tundra. Many of these trucks are now in their third decade, so calendar time is as important as mileage.
Practical maintenance schedule
Engine and cooling
- Engine oil and filter: every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months. Use the shorter interval for frequent short trips, dusty conditions, or towing.
- Engine air filter: inspect every 15,000 miles (24,000 km); replace at least every 30,000 miles (48,000 km), more often if off-road or in dusty environments.
- Cabin filter (if fitted): 15,000–20,000 miles (24,000–32,000 km).
- Coolant: replace every 5 years or around 60,000 miles (100,000 km); check annually for level and condition.
- Spark plugs: typically 60,000–100,000 miles (100,000–160,000 km) depending on plug type and fuel quality.
- Fuel filter: if serviceable and external, consider replacement around 60,000 miles; if integrated with the pump, follow manufacturer guidance.
Timing, belts, and hoses
- Timing belt, tensioner, idlers, and water pump: roughly every 90,000 miles (145,000 km) or 9 years. If the timeline is unknown, baselining this service early in ownership is wise.
- Serpentine/accessory belts: inspect at every oil change; replace at the first sign of cracking, glazing, or noise, or around 90,000 miles as preventative maintenance.
- Hoses (radiator, heater, and vacuum): inspect yearly; replace any that show soft spots, cracks, swelling, or oil saturation.
Transmission, differential, and brakes
- Automatic transmission fluid: drain-and-fill every 30,000–60,000 miles (50,000–100,000 km), adjusting for use and heat load. Full flushes should be approached cautiously on very neglected gearboxes.
- Rear differential oil: change every 60,000 miles or 5 years; sooner if towing or hauling heavy loads frequently.
- Brake fluid: flush every 2–3 years, regardless of mileage, to maintain corrosion resistance and pedal feel.
- Brake pads and rotors: inspect at least annually; replace as needed, paying attention to uneven wear or pulsation.
Chassis, tyres, and battery
- Suspension and steering: annually inspect ball joints, tie rods, bushings, shocks, and mounts. Address play or leaks promptly.
- Tyre rotation: every 5,000–7,500 miles (8,000–12,000 km); align at least every 1–2 years or after any suspension work or hard impact.
- Wheel bearings: check for noise and play during brake and suspension inspections.
- 12 V battery: load-test annually after the fourth or fifth year of service; clean terminals and ensure firm mounting.
Fluid specifications and torque values
To the extent possible, follow Toyota’s published specifications:
- Engine oil: a quality 5W-30 or similar that meets current petrol engine standards recommended for the Tundra’s market.
- Coolant: Toyota-approved long-life coolant, mixed per instructions; avoid mixing with unknown coolant types.
- Gear oils: GL-5 rated gear oil in the rear differential; viscosity generally 75W-90 unless the manual states otherwise.
- Torque critical components with a calibrated torque wrench, particularly wheel nuts, suspension fasteners, and brake caliper bolts.
Buyer’s guide and inspection priorities
When shopping for a facelift 3.4 RWD Tundra:
- Chassis and rust
- Inspect frame rails, crossmembers, rear spring mounts, and the area around the spare tyre and fuel tank for corrosion or poor repairs.
- Avoid trucks with significant structural rust, even if the drivetrain seems healthy.
- Maintenance history
- Look for documentation of timing belt and water pump replacement, coolant changes, and regular oil services.
- Check invoices or service records for transmission fluid changes and differential servicing.
- Driveline and road test
- On the test drive, note any shift flare, harsh shifts, or delayed gear engagement.
- Listen for whining, humming, or clunks from the rear axle or driveshaft.
- Verify straight-line tracking and braking performance; significant pull may indicate alignment or suspension issues.
- Interior and electrics
- Confirm that windows, locks, HVAC modes, gauges, and lighting all work correctly.
- Inspect for water leaks, damp carpets, or mould smells that can indicate past flooding or poor window/door sealing.
A high-mileage but well-serviced and rust-free truck is often a better bet than a lower-mileage Tundra with poor maintenance or a compromised frame. Budgeting for an initial “baseline” service after purchase is sensible, even on apparently well-kept examples.
On-road performance and manners
The RWD 3.4 Tundra facelift feels more like a slightly oversized car than a traditional heavy half-ton, especially in everyday driving. That is part of its appeal for owners who use their truck as a daily driver.
Ride, handling, and NVH
The independent front suspension and leaf-sprung rear are tuned for a balance between comfort and load-carrying:
- Unladen, the rear can feel firm on sharp bumps, but the overall ride is controlled rather than harsh.
- With a moderate load in the bed, the rear suspension settles and the ride becomes smoother.
- Body roll is present but predictable, and the truck feels secure in normal cornering.
Steering is light at parking speeds and gains weight as speed increases, giving confidence on the highway. Road and wind noise are moderate for the era; the cabin is quiet enough for long trips, particularly on SR5 and Limited models with more sound insulation.
Powertrain character
The 5VZ-FE V6 is smooth and tractable:
- It delivers usable torque at low and mid revs, which is where most everyday driving happens.
- Throttle response is linear, making it easy to modulate in traffic or when manoeuvring a trailer.
- The engine revs willingly but is not tuned for high-rpm thrills; it prefers steady, moderate revs.
The 4-speed automatic is simple but effective:
- It upshifts early in gentle driving to save fuel.
- It downshifts promptly when more torque is demanded, especially in hilly terrain or when merging.
- Lock-up in higher gears keeps engine revs down at cruising speeds, improving economy and reducing noise.
Real-world efficiency and working behaviour
Fuel consumption for the RWD 3.4 Tundra facelift is shaped by usage:
- In city driving with frequent stops, expect something in the low to mid-teens mpg US (roughly 17–20 l/100 km).
- On the highway at moderate speeds, many owners see mid- to high-teens mpg US (around 13–16 l/100 km).
- Mixed driving typically lands somewhere between those figures, with tyre choice, load, and driving style making notable differences.
For towing, the RWD 3.4 V6 is best matched with moderate loads:
- Small to mid-size trailers, lightweight campers, and utility trailers are comfortably within its abilities, especially with a proper brake controller.
- Near the upper end of its tow rating, performance remains competent but the engine and transmission work harder, especially on long grades or in hot weather.
- RWD traction on wet ramps or grass can be improved with appropriate tyres, weight distribution, and, where needed, ballast in the bed.
As a general on-road partner, the facelift XK30 3.4 RWD feels honest and easygoing. It does not try to be a performance truck; it instead focuses on predictable, low-stress behaviour that rewards consistent maintenance.
How the facelift V6 RWD compares
In the early 2000s, the RWD 3.4 Tundra facelift competed with other V6 and small V8 full-size pickups, as well as larger mid-size offerings. Today, its competition is as much about used-market alternatives as about original rivals.
Versus other Tundra variants
Compared with the 4×4 3.4 Tundra:
- The RWD version has fewer driveline components, which reduces weight and mechanical complexity.
- It typically offers slightly better fuel economy and a more straightforward maintenance regime.
- In snow, mud, or steep off-road conditions, it is clearly less capable; owners in harsh climates often prefer 4×4.
Compared with the 4.7 V8 Tundra (2UZ-FE):
- The V8 versions offer more torque and easier towing near the upper end of the truck’s capacities.
- Fuel consumption is often not dramatically worse in real-world use, especially when heavily loaded.
- V6 trucks tend to be cheaper to buy, and some owners prefer their simpler access and slightly lower running costs.
Versus domestic and other full-size pickups
When lined up against similar-era Ford F-150, Chevrolet Silverado/GMC Sierra 1500, and Dodge Ram 1500:
- The Tundra’s strengths are powertrain durability, interior assembly quality, and refined driving manners for its size.
- Domestic pickups often offer a broader range of engine options, higher tow ratings, and a deeper aftermarket for extreme modifications.
- Some domestic rivals may be easier to find in heavy-duty or fleet spec, while the Tundra leans more toward personal-use configurations.
Versus mid-size trucks
Compared with mid-size trucks such as the contemporary Tacoma:
- The Tundra offers more interior room, bed space, and payload, making it more flexible as a family and work vehicle.
- It is marginally larger but not dramatically more difficult to park or manoeuvre than many mid-size trucks, especially by today’s standards.
- For serious off-road use on tight trails, the smaller Tacoma may be more nimble, while the Tundra excels at mixed-use duties.
Who the facelift 3.4 RWD suits today
The 2002–2004 RWD 5VZ-FE Tundra is a strong fit if you:
- Live in a region where snow and off-road demands are modest, and you mainly drive on pavement.
- Want a reliable, mechanically simple full-size pickup for commuting, light towing, DIY projects, and occasional trips.
- Prefer a truck that feels manageable in town and in parking structures, but still offers a real ladder frame and usable bed.
It is less ideal if you routinely tow at the upper end of half-ton ratings, drive off-road in difficult terrain, or prioritise the latest active safety features. For those owners, a later-generation truck or a V8 4×4 configuration may be a better match. But for many buyers, a clean, rust-free facelift XK30 3.4 RWD Tundra with a known maintenance history is a smart, long-term choice.
References
- 2003 Toyota Tundra Owner’s Manual 2003 (Owner’s Manual)
- Toyota Technical Information System 2023 (Service Manual)
- Vehicle Detail Search – 2003 TOYOTA TUNDRA 2010 (Recall Database)
- Toyota Tundra extended cab pickup ratings 2005 (Safety Rating)
- Fuel Economy of 2003 Toyota Tundra 2020 (Fuel Consumption Data)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service documentation. Specifications, torque values, maintenance intervals, and procedures can vary by VIN, market, production date, and installed equipment. Always confirm details against your vehicle’s owner’s manual and factory service information, and consult a qualified technician before performing safety-critical work.
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