The facelifted Toyota Tundra RWD with the 1UR-FE 4.6 litre V8 sits in a sweet spot between work-ready durability and everyday usability. It does not have the headline numbers of the 5.7, but it offers a smoother character, enough towing capacity for most owners, and a reputation for long-term reliability when serviced on time. In rear wheel drive form, it is also lighter and slightly more efficient, which matters if you mostly drive on paved roads or in milder climates.
From 2013 through 2019, Toyota refined this generation with interior upgrades, updated safety tech, and minor equipment changes while keeping the same basic chassis and powertrain. That makes this Tundra one of the more predictable used full size trucks to own: the hardware is well known, parts are widely available, and the weak points are documented. This guide walks through specifications, reliability patterns, maintenance strategy, and how the 4.6 RWD stacks up against rival half ton pickups.
Owner Snapshot
- Smooth 4.6 V8 with adequate power and a strong reputation for long-term reliability.
- Simple, proven six speed automatic and rear wheel drive layout that suits highway and light work use.
- Frame, suspension and brakes are robust, but rust protection and rear springs still need inspection on older trucks.
- Watch for timing cover and cooler line leaks, and budget for full fluid services around 160 000 km.
- Oil and filter every 8 000–10 000 km or 6 months is a sensible interval for mixed use and light towing.
Explore the sections
- Tundra 4.6 RWD owner profile
- Engine and technical data 4.6
- Trims, equipment and safety tech
- Reliability patterns and known issues
- Maintenance plan and buying guide
- Driving experience and performance
- How this 4.6 Tundra compares
Tundra 4.6 RWD owner profile
The facelifted 2013–2019 Toyota Tundra RWD with the 1UR-FE 4.6 litre V8 is aimed at owners who need a genuine full size truck but do not spend every weekend towing at maximum capacity. If your driving is mostly suburban commuting, highway runs, and occasional hauling or towing, this configuration makes a lot of sense.
The 4.6 V8 is all aluminium with dual overhead cams, four valves per cylinder, and Toyota’s Dual VVT-i variable valve timing. It is quieter and a bit more refined than the larger 5.7, with a power band that suits relaxed, low rpm driving. At the same time, it still delivers around 310 hp and roughly mid-400 Nm of torque, so a properly equipped RWD truck can tow in the 2 700–3 200 kg range depending on cab, bed length, and axle ratio.
Compared with the 4×4 versions, the rear wheel drive Tundra is mechanically simpler. There is no front differential, transfer case, or extra half shafts. That trims some weight, lowers the purchase price, and reduces the number of components that need fluid changes or can wear out. For owners in dry or warm climates, that is a real advantage: fewer parts to service, and slightly better fuel consumption in everyday driving.
Toyota’s facelift brought a revised front end, a more modern dashboard, upgraded seats and infotainment, and improved sound insulation. The cabin still feels old school compared with newer half tons, but materials are durable and the controls are large and easy to use with gloves. Double Cab and CrewMax versions offer generous rear legroom, while Regular Cab trucks are common in fleet use.
In practice, this Tundra suits three main buyer groups:
- Tradespeople who value durability over cutting edge tech and do not need maximum tow ratings.
- Private owners who want a long-term truck for mixed family and light work duties.
- Buyers who prefer a proven naturally aspirated V8 over newer turbocharged or downsized engines.
The trade-offs are unremarkable fuel economy, older driver assistance tech, and a ride that is tuned more for load carrying than plush comfort. If you go in with realistic expectations on those fronts, the 4.6 RWD facelift Tundra can be a very satisfying and predictable long term truck.
Engine and technical data 4.6
This section focuses on the 1UR-FE 4.6 litre V8 and the key mechanical data relevant to the facelifted 2013–2019 Tundra RWD.
Engine and performance (1UR-FE 4.6 V8)
| Item | Data (approximate for Tundra RWD) |
|---|---|
| Engine code | 1UR-FE |
| Configuration | 90° V8, aluminium block and heads |
| Valvetrain | DOHC, 4 valves per cylinder, Dual VVT-i |
| Displacement | 4.6 L (4 608 cc) |
| Bore × stroke | 94.0 mm × 83.0 mm (3.70 in × 3.27 in) |
| Compression ratio | Around 10.2 : 1 |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection |
| Max power | ~310 hp (about 231 kW) at 5 600 rpm |
| Max torque | ~443 Nm (327 lb-ft) at around 3 400 rpm |
| Timing drive | Chain (no fixed interval, inspect for noise or correlation) |
| Emissions standard | ULEV / Tier 2 Bin equivalent depending on market |
Factory fuel economy ratings differ by cab, bed, and axle ratio, but for a typical 2WD Double Cab with the 4.6 V8 and six speed automatic, you can expect:
- Combined consumption around 14–15 L/100 km (roughly 16 mpg US, 19 mpg UK).
- Highway around 12–13 L/100 km (about 18–19 mpg US) at legal speeds.
- City closer to 16–17 L/100 km (roughly 14–15 mpg US), worse if heavily loaded or in stop-start traffic.
Real world numbers depend heavily on tyre size, lift kits, driving style, and how much time the truck spends idling or towing. Owners who keep factory tyres, drive at moderate speeds, and avoid long idling periods often see high-teens mpg on highway runs.
Transmission and driveline
Most facelift 4.6 RWD Tundras use a six speed electronically controlled automatic:
| Item | Data |
|---|---|
| Transmission | 6-speed automatic (ECT-i), type A760E (typical) |
| Drive type | Rear wheel drive |
| Typical gear set | 1st 3.333, 2nd 1.960, 3rd 1.353, 4th 1.000, 5th 0.728, 6th 0.588, Rev 3.061 |
| Final drive ratios | Commonly around 3.91; tow packages may use 4.30 |
| Differential | Open rear differential; limited slip via electronic traction control |
The six speed offers a broad spread of ratios. First gear provides strong initial pull with a trailer, while the taller fifth and sixth gears help keep revs down at highway speeds. There is no traditional limited slip differential in most RWD trims, so winter traction depends on tyres, weight in the bed, and electronic traction and stability systems.
Chassis, dimensions and capacities (typical Double Cab 4×2)
Values vary slightly by cab and bed, but the following gives a reasonable reference for a Double Cab 4×2 with a standard bed:
| Item | Approximate value |
|---|---|
| Suspension front | Double wishbone with coil springs and stabiliser bar |
| Suspension rear | Leaf springs with solid axle |
| Steering | Rack and pinion with hydraulic assist |
| Brakes front | Ventilated disc (around 340–345 mm) |
| Brakes rear | Solid disc |
| Wheels/tyres | Commonly 18 in rims with 255/70R18 or similar |
| Ground clearance | Roughly 255–260 mm (about 10.0–10.2 in) |
| Length | About 5 800 mm (around 228 in) |
| Width | Around 2 030 mm (about 80 in) |
| Height | Around 1 930 mm (roughly 76 in) |
| Wheelbase | Around 3 570–3 670 mm (140–144 in, by cab/bed) |
| Turning circle | Roughly 13.4–13.9 m (44–46 ft) kerb-to-kerb |
| Curb weight | Approx. 2 350–2 450 kg (5 180–5 400 lb) |
| GVWR | Typically 3 175–3 270 kg (7 000–7 200 lb) |
| Fuel tank | About 100 L (26.4 US gal, roughly 22 UK gal) |
Performance and capability (typical ranges)
Exact figures vary by configuration, but a representative Tundra 4.6 RWD will deliver roughly:
- 0–100 km/h (0–62 mph): about 7.8–8.5 seconds unladen.
- Top speed: electronically limited, usually in the 175–180 km/h (108–112 mph) range.
- Towing capacity: around 2 700–3 200 kg (6 000–7 000 lb) when properly equipped.
- Payload: roughly 700–850 kg (1 500–1 870 lb) depending on cab/bed and options.
These numbers place the 4.6 RWD clearly in usable half-ton territory; it is not the most powerful configuration in the segment, but it is entirely adequate for medium trailers, boats, and work loads when kept within rated limits.
Trims, equipment and safety tech
During the facelift years, the 4.6 RWD Tundra was offered mainly in lower and mid-level trims, with the 5.7 litre engine taking over at the top of the range. Exact trim names vary by market and year, but common North American grades include SR, SR5, Limited, and sometimes regional packages.
Trims and equipment
Broadly, you can think of the 4.6 RWD lineup like this:
- SR / base
- Often Regular Cab or Double Cab.
- Vinyl or basic cloth interior, simple audio, manual seats.
- Steel wheels, minimal chrome, fewer convenience features.
- Typically 3.91 final drive, no tow package by default.
- SR5
- Most common private-owner trim with the 4.6 RWD.
- Cloth seats, better audio with touchscreen, Bluetooth, steering wheel controls.
- Alloy wheels, body-colour bumpers and grille, fog lights on many builds.
- Optional tow package with upgraded cooling, hitch receiver, and wiring.
- Limited (selected markets)
- Leather or leather-trimmed seats, power adjustment, and heated front seats on many trucks.
- Larger alloys, more sound insulation, upgraded infotainment.
- Still available with the 4.6, though many buyers stepped up to the 5.7 in this trim.
Key mechanical changes by trim are limited. Spring rates, shocks, and rear axle ratios may vary slightly when a tow or off-road package is fitted. Most 4.6 RWD trucks share the same basic suspension and brake hardware.
Quick visual identifiers:
- Work-oriented SR trucks often have plain black bumpers and simpler grilles.
- SR5 adds chrome or body-colour trim, fog lights, and upgraded wheels.
- Limited models show more chrome, colour-coded mirrors, and upscale interior finishes.
Safety ratings
The Tundra platform dates from the mid-2000s, and by 2013–2019 it was no longer leading the class in crash performance, but it still achieved solid results in most major tests:
- Large, strong ladder frame and basic cabin structure that performs well in moderate frontal and side impact tests.
- Less impressive results in some small overlap front tests compared with newer rivals.
- Electronic stability control and traction control standard across the range during these years.
When comparing safety, remember that test protocols changed over time. A later competitor with more modern design and additional airbags may offer better occupant protection despite similar star ratings.
Airbags, child seat provisions and ADAS
Typical safety and assistance features on facelift 4.6 RWD Tundras include:
- Front, side and side-curtain airbags for front and rear outboard passengers (on Double Cab and CrewMax).
- Front seat knee airbags on many models.
- ISOFIX / LATCH anchors in the second row; CrewMax cabs are particularly child-seat friendly.
- Four wheel disc brakes with ABS, electronic brake force distribution and brake assist.
- Vehicle Stability Control and traction control.
Tow and haul modes adjust shift logic when towing, but they are not an advanced trailer stability system like some newer rivals offer.
In early facelift years, advanced driver assistance (autonomous emergency braking, lane departure warning, adaptive cruise) was limited or absent on many 4.6 RWD trims. Toward the later years of the facelift, certain markets introduced more comprehensive pre-collision systems and radar cruise on specific models, but these were more common on higher trims and 5.7 versions.
If you are shopping used and place a high priority on active safety tech, carefully check the specific truck’s build sheet. Many 4.6 RWD trucks will have only basic stability control and no automatic emergency braking or lane keeping systems.
Reliability patterns and known issues
The 1UR-FE 4.6 V8 and the underlying Tundra chassis have a strong reliability reputation, especially compared with some turbocharged or smaller-displacement rivals. However, no truck is perfect. At the age and mileage these facelift models now have, patterns are clear.
To make sense of them, it helps to think in mileage bands and cost/severity levels.
Common and moderate-cost issues
- Fluid leaks (timing cover, oil cooler lines, valve covers)
- Symptoms: Seepage or drips on the front or sides of the engine, burning oil smell, oil on undertray.
- Root causes: Age-related gasket hardening; sealant fatigue at timing cover; rubber hose deterioration at cooler lines.
- Remedy: Clean and monitor minor seepage; reseal timing cover or replace gaskets and hoses when leakage becomes visible on the ground or reaches the belt area. Labour intensive but usually straightforward.
- Water pump seepage
- Symptoms: Coolant traces around the pump housing, sweet smell, slow coolant loss without obvious external leaks elsewhere.
- Root cause: Mechanical seal wear over time.
- Remedy: Replace water pump and gasket, usually combined with fresh coolant. Best done preventively around 160 000–200 000 km if there are any signs of seepage.
- Exhaust manifold tick or crack
- Symptoms: Ticking noise on cold start that quietens when warm, exhaust smell near front wheels, sometimes emissions codes.
- Root cause: Heat cycling leading to small cracks or gasket leaks at the manifold.
- Remedy: Replace the affected manifold and gaskets. Not usually urgent, but it can worsen over time and affect inspections.
- Front suspension wear (bushings, ball joints, tie-rod ends)
- Symptoms: Clunks over bumps, vague steering, uneven tyre wear, or pull.
- Root cause: Heavy front axle loads, rough roads, and age.
- Remedy: Replace control arm bushings and ball joints as needed; align afterwards. Turn this into an opportunity to inspect the frame and steering rack mounts for corrosion or damage.
Occasional but higher-impact issues
- Secondary air injection system faults (where fitted)
- More common on some 5.7 trucks, but limited instances occur on 4.6 models.
- Symptoms: Check engine light, stored emissions codes, limp mode on cold starts, noisy pump.
- Root cause: Moisture and debris ingest into pump or valves.
- Remedy: Replace faulty pumps/valves; some markets offer extended coverage or updated parts.
- Frame and underbody corrosion
- Symptoms: Flaking rust on frame rails and cross members, rusty brake and fuel lines, delamination under factory undercoating.
- Root cause: Road salt, coastal environments, and dirt trapped in boxed frame sections.
- Remedy: For light to moderate corrosion, clean, treat, and coat; for severe frame rust, professional inspection is essential and repairs can be expensive. Prefer trucks from dry climates and verify any rust repair is documented.
- Rear leaf spring issues
- Symptoms: Sagging rear stance, uneven ride height, clunks or bangs over bumps.
- Root cause: Loaded use, corrosion at spring clamps and hangers, worn bushings.
- Remedy: Replace springs and bushings where needed; some markets have had service actions for leaf spring issues on earlier Tundras, so verify whether any work has been done.
Driveline and transmission behaviour
The six speed automatic is generally robust when its fluid is kept clean and temperatures are managed during towing. Potential concerns include:
- Slight shudder or flare on shifts if fluid is old or contaminated.
- Occasional harsh downshifts under heavy throttle.
These symptoms often improve with a proper fluid exchange using the correct Toyota WS specification fluid. Persistent issues warrant a more detailed diagnosis, but outright transmission failures are not a common theme on stock, well-maintained trucks.
Recalls, service campaigns and software updates
Across the 2013–2019 period, Tundras have been affected by broader campaigns such as airbag inflator recalls and occasional service campaigns related to brake or frame-mounted components. Software updates for engine and transmission control units may also exist to refine shift quality or address specific drivability complaints.
For any truck you are considering, always:
- Run its VIN through the official recall database in your region.
- Ask the seller for proof that recall and service campaign work has been completed.
- Check for stickers or notations under the bonnet or on the driver’s door jamb indicating completed campaigns.
A truck with documented recall completion and a thick folder of maintenance invoices is usually a safer bet than one with no records, even if the latter looks cleaner on the surface.
Maintenance plan and buying guide
Getting the most out of a facelift Tundra 4.6 RWD is mostly about consistent maintenance and careful pre-purchase inspection.
Practical maintenance schedule (typical guidance)
Always confirm exact intervals and specifications for your VIN and market, but the following is a sensible baseline for mixed use with occasional towing:
- Engine oil and filter:
- Every 8 000–10 000 km or 6 months, whichever comes first.
- Use quality 0W-20 meeting Toyota specifications; capacity is roughly 7.5–8.0 L including filter.
- Engine air filter:
- Inspect every 20 000 km; replace at 40 000 km or sooner in dusty conditions.
- Cabin air filter:
- Replace every 20 000–25 000 km or annually, especially if you regularly use recirculation or drive in dusty areas.
- Coolant:
- Long-life coolant typically lasts 160 000 km or 8–10 years for the first change, then around every 80 000–100 000 km.
- Use Toyota-approved long-life coolant, premixed or mixed to the recommended ratio.
- Spark plugs:
- Iridium plugs usually have a service life around 160 000 km.
- Replace as a set, and check coils and boots at the same time.
- Fuel filter:
- Often integrated with the in-tank pump and not a routine service item; follow Toyota’s guidance, but consider replacing preventively at high mileage if access allows.
- Automatic transmission fluid:
- Even where labelled “lifetime”, a 60 000–80 000 km fluid change is wise, earlier if you tow regularly.
- Use Toyota WS fluid; capacity for a full exchange is usually in the 10–12 L range, depending on method.
- Differential fluid (rear axle):
- Replace every 60 000–80 000 km when towing or hauling, 100 000–120 000 km for light use.
- Use the specified gear oil (commonly 75W-85 or similar). Capacity is typically 2–3 L.
- Brake fluid:
- Replace every 2–3 years regardless of mileage.
- Brake pads and rotors:
- Inspect at every service; expect fronts to wear faster, particularly with heavy towing or city use.
- Power steering fluid (if applicable):
- If not electric, inspect condition and top up; refresh every 100 000–150 000 km or as needed.
- Drive belts and hoses:
- Inspect yearly from 100 000 km; replace if cracked, noisy, or hardened.
- Alignment and tyre rotation:
- Rotate tyres every 10 000–12 000 km; align annually or after suspension or tyre changes.
- 12 V battery:
- Test annually after the 4–5 year mark; replace at the first sign of weakness.
Most critical torque values (wheel lugs, drain plugs, and major suspension fasteners) should be pulled from the official service manual for your exact year and configuration.
Buyer’s guide: what to check
When shopping for a used facelift 4.6 RWD Tundra, inspect and verify:
- Frame and underbody
- Look along the frame rails, cross members, and spring mounts for crusty or flaking rust.
- Check brake and fuel lines for corrosion, especially near clips.
- Driveline slack and noises
- During a test drive, accelerate and decelerate gently in low gears to feel for clunks or excessive slack.
- Listen for humming or whine that changes with speed, which can indicate differential or wheel bearing wear.
- Suspension and steering
- Drive over small bumps and rough patches; note any clunks or looseness.
- Inspect control arm bushes, ball joints, tie rods, and steering rack mounts.
- Engine bay
- Look for oil or coolant seepage at the timing cover, water pump, valve covers, and cooler lines.
- Check for non-factory wiring or poorly installed accessories.
- Interior electronics
- Test windows, locks, infotainment, air conditioning, backup camera, and any steering wheel controls.
- Service records
- Prefer trucks with documented oil changes, fluid services, and completed recalls.
- Pay attention to evidence of transmission and differential fluid changes, especially if the truck has towed regularly.
Recommended configurations
- For mixed family and light work use:
- Double Cab or CrewMax RWD, SR5 trim, with tow package and factory-sized tyres.
- For work fleets or budget buyers:
- Regular Cab or base Double Cab with simple spec, provided rust is under control and maintenance is documented.
Given proper care, the 4.6 RWD Tundra can realistically deliver several hundred thousand kilometres of service. Age-related wear of rubber components and cosmetics will appear before core engine or transmission issues in most cases.
Driving experience and performance
On the road, the 4.6 RWD Tundra feels every bit a traditional body-on-frame full size truck. That means a robust, slightly heavy-footed character rather than sharp, car-like responses, but it also means confidence when loaded and a sense of solidity that many owners appreciate.
Ride, handling and refinement
Unladen, the rear leaf springs are tuned more for load carrying than pillowy comfort. The ride can feel firm and sometimes slightly bouncy on broken pavement, especially with empty bed and higher tyre pressures. Adding 150–250 kg of load in the bed helps settle the truck and smooth out the ride.
Steering is hydraulic, with a fairly light weight and reasonable precision for a full size pickup. Straight-line stability at highway speeds is good, and crosswind sensitivity is moderate. Body roll is noticeable in faster corners, but completely predictable; this is not a vehicle built for aggressive cornering, but it is safe and easy to place on the road.
Wind and tyre noise are present but well managed for the segment, particularly in later facelift years with improved insulation. The 4.6 V8 is quiet at cruise; at low rpm it produces a subdued, smooth note rather than the louder bark of the 5.7.
Powertrain character
The 1UR-FE 4.6 V8 has a friendly, linear power delivery:
- Good low-rpm torque for city driving and modest trailers.
- Strong mid-range pull for merging and passing, especially in the lower gears.
- A smoother, more refined feel than many pushrod V8 rivals.
The six speed automatic is geared so that the engine sits at comfortable, quiet revs on the highway. Kickdown response is acceptable; in normal mode the transmission favours early upshifts to save fuel, but it will hold lower gears when you ask for more throttle, particularly in tow/haul mode.
Compared with the 5.7, the 4.6 feels less urgent when loaded near its maximum tow rating or on long grades, but in everyday solo driving it is entirely adequate and often smoother.
Real-world efficiency
In mixed use, owners typically see:
- City driving: around 16–18 L/100 km (13–15 mpg US) depending on traffic and driving style.
- Highway at 100–115 km/h (60–70 mph): around 12–14 L/100 km (17–20 mpg US) on stock tyres.
- Mixed commuting: often in the 14–16 L/100 km (15–17 mpg US) range.
Large all-terrain tyres, lift kits, roof racks, and high cruising speeds can easily add 2–3 L/100 km to those figures. Towing medium loads will usually push consumption into the low-20s L/100 km (single-digit mpg US) depending on trailer weight and aerodynamics.
Towing and load behaviour
Within its rated limits, the 4.6 RWD Tundra tows confidently:
- The long wheelbase helps stability, particularly with weight-distribution hitches on longer travel trailers.
- Brakes are strong and predictable; a properly set up electric trailer brake controller is essential for heavier loads.
- Transmission temperatures stay reasonable if you use tow/haul mode, downshift on long grades, and keep speeds sensible.
Because this is a rear wheel drive truck without a locking differential, traction on wet ramps or loose surfaces with a trailer can be a limitation. Good tyres and careful throttle application are important; some owners also carry traction aids for slippery surfaces.
Overall, the driving experience is defined by predictability. The Tundra does not lead the class in acceleration or agility, but it is honest about its capabilities and tends to feel very similar from one year to the next. That consistency is an asset when you plan to own and maintain the truck for the long term.
How this 4.6 Tundra compares
When cross-shopping the facelifted 4.6 RWD Tundra against rival half ton pickups from 2013–2019, it helps to focus on your priorities: power, towing, comfort, technology, or long-term durability.
Against domestic V8 rivals
- Ford F-150 5.0 V8 and EcoBoost V6
- The F-150 offers more powertrain variety, higher maximum tow ratings, and more modern interiors and tech, especially in later model years.
- EcoBoost engines deliver strong torque and often better performance, but they add turbo complexity.
- The Tundra’s 4.6 V8 is simpler, with a strong track record for longevity if maintained, at the cost of higher fuel consumption and fewer configuration options.
- Chevrolet Silverado 1500 / GMC Sierra 1500 (5.3 V8)
- GM trucks of this era often ride more comfortably unladen and may offer slightly better fuel economy with cylinder deactivation.
- However, some generations have been associated with AFM (Active Fuel Management) related issues and certain transmission concerns.
- The Tundra trades a bit of comfort and efficiency for a simpler, consistently proven, naturally aspirated engine and relatively trouble-free six speed automatic.
- Ram 1500 (5.7 Hemi)
- The Ram’s coil-spring rear suspension offers a more refined ride, and interiors are often more upscale.
- The 5.7 Hemi is powerful and sounds great, but some owners report lifter and cam wear issues, and air suspension (where fitted) adds complexity.
- The Tundra’s leaf-spring rear axle is more traditional and can feel harsher when unloaded, but it is robust and straightforward to maintain.
Against other Japanese competition
- Nissan Titan
- Titan offers competitive V8 performance but has been sold in lower volumes with less aftermarket and dealership support in many regions.
- The Tundra benefits from a larger owner community, easier parts sourcing, and a longer history in the full size market.
Where the 4.6 RWD Tundra shines
- Reliability and predictability:
- The 1UR-FE engine and associated driveline components are well understood by dealers and independent shops. Serious engine or transmission failures are relatively rare on stock, maintained trucks.
- Total cost of ownership over many years:
- Fuel bills are not small, but there are few expensive surprises if you follow a sensible service plan and address leaks or wear promptly.
- Resale and demand:
- Clean, rust-free Tundras with documented maintenance tend to hold value well, particularly in markets where buyers prize durability over the latest technology.
Where rivals may be more appealing
- Fuel economy:
- Modern turbo V6 or advanced V8 rivals often deliver better fuel consumption, especially in city driving.
- Cabin refinement and features:
- Later rivals offer more sophisticated driver assistance systems, quieter cabins, and more luxurious materials in upper trims.
- Maximum towing and payload:
- If you regularly tow at the higher end of half ton ratings, a 5.7 Tundra or another manufacturer’s heavy-duty package may be more appropriate.
In short, the facelift Tundra 4.6 RWD is not the flashiest or most efficient option, but it is one of the most straightforward trucks to own. If your priority is a dependable, long-term work partner rather than cutting edge features, it belongs on your shortlist.
References
<a href="https://www.fueleconomy.gov/feg/bymodel/2014_Toyota_Tundra.shtml">Gas Mileage of 2014 Toyota Tundra</a> 2014 (Fuel Economy Data)<a href="https://www.iihs.org/ratings/vehicle/toyota/tundra-crew-cab-pickup/2019">2019 Toyota Tundra crew cab pickup</a> 2019 (Safety Rating)<a href="https://www.nhtsa.gov/vehicle/2014/TOYOTA/TUNDRA%2525202WD/PU%25252FCC">2014 TOYOTA TUNDRA 2WD PU/CC</a> 2014 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, maintenance intervals, and repair procedures can vary by VIN, model year, market, equipment, and previous repairs or modifications. Always confirm details against the official owner’s manual, service manual, and technical documentation for your specific vehicle, and consult a qualified technician when in doubt.
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