The rear wheel drive Toyota Tundra XK50 with the 3UR-FBE 5.7 litre V8 is the “classic” half-ton workhorse in this generation: simple driveline, big displacement, and a chassis tuned to tow and haul more than most owners will ever ask of it. In the 2016–2019 facelift years, Toyota added updated styling and more safety tech, while keeping the sturdy ladder frame, proven six speed automatic, and heavy duty cooling hardware that make the truck attractive to long term owners.
This article focuses on the 5.7 litre flex fuel RWD models in those facelift years, covering specs, real world performance, reliability patterns, safety ratings, and practical maintenance advice. It is designed for buyers cross shopping used trucks and for owners planning to keep their Tundra past 200,000 miles. Expect a frank look at strengths, weak points, and what it realistically costs—in fuel, servicing, and attention—to run one of these trucks well.
Fast Facts
- Strong 5.7 litre V8 (381 hp / about 401 lb ft) gives relaxed towing and confident highway passing even with a full load.
- Simple rear wheel drive layout reduces weight and complexity compared with 4×4, and slightly improves fuel economy.
- Known for durable driveline and frame; many examples exceed 300,000 miles with regular fluid changes and rust protection.
- Secondary air injection, exhaust manifold leaks, and frame corrosion in salted climates are key issues to check on older, high mileage trucks.
- Plan engine oil and filter changes every 5,000–10,000 miles (8,000–16,000 km) depending on use, with more frequent service if you tow or idle heavily.
What’s inside
- Toyota Tundra RWD 57 profile
- Tundra RWD 57 specifications
- Tundra 57 trims and safety
- Tundra 57 reliability notes
- Tundra 57 maintenance and buying
- Tundra 57 driving and performance
- Tundra 57 rivals comparison
Toyota Tundra RWD 57 profile
The facelifted 2016–2019 Toyota Tundra RWD with the 3UR-FBE 5.7 litre V8 sits in a specific niche: it is a traditional, body on frame, naturally aspirated half ton truck aimed at owners who value robustness more than cutting edge tech. The RWD layout drops weight and complexity compared with the 4×4 versions, which helps payload and slightly improves fuel consumption, while the long proven V8 delivers the same 381 hp output and strong mid range torque.
In this period, Toyota refined the second generation XK50 rather than fully redesigning it. You get an updated front fascia, improved interior materials on higher trims, and, by 2018, standard Toyota Safety Sense P (TSS-P) with active safety features such as automatic emergency braking and lane departure alert on all trims. Underneath, however, the fundamentals remain squarely old school: a boxed and reinforced frame, double wishbone front suspension, and a solid rear axle with leaf springs.
Compared with the smaller 4.6 litre V8 Tundra and many rival downsized turbo engines, the 5.7 RWD model is tuned more for heavy work than fuel savings. The big, under stressed V8 tends to run cool and relaxed, which is helpful when towing large trailers in hot climates or over long mountain grades. That said, the trade off is clear: real world economy is often in the low to mid teens in mpg (US), and city use is particularly thirsty.
For buyers considering a used Tundra, the 2016–2019 RWD 5.7 provides a sweet spot between earlier, less well rated safety performance and the later 2022+ redesign. You get modern enough safety equipment, the most developed version of the 3UR-FBE, and a truck whose reliability record is well understood. It is a strong candidate if you want a simple, powerful pickup and are willing to budget for fuel and proactive corrosion prevention.
Tundra RWD 57 specifications
This section focuses on a representative 2016–2019 Toyota Tundra 4×2 (RWD) with the 3UR-FBE 5.7 litre V8 and six speed automatic, typically in Double Cab or CrewMax form. Exact numbers vary slightly by cab, bed length, and market, so always cross check against the specific VIN and build.
Engine and performance
| Item | Value (3UR-FBE 5.7 V8) |
|---|---|
| Engine code | 3UR-FBE (flex fuel derivative of 3UR-FE) |
| Layout and cylinders | 90° V8, DOHC, 4 valves per cylinder |
| Displacement | 5.7 l (5,663 cc) |
| Bore × stroke | 94.0 × 102.0 mm (3.70 × 4.02 in) |
| Compression ratio | 10.2 : 1 |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi point fuel injection (SFI) |
| Valve timing | Dual VVT-i (intake and exhaust) |
| Max power (gasoline) | 381 hp (about 284 kW) @ 5,600 rpm |
| Max torque (gasoline) | ≈ 544 Nm (401 lb ft) @ 3,600 rpm |
| Flex fuel capability | Designed for gasoline or E85 |
| Firing order | 1–8–7–3–6–5–4–2 |
| Emissions standard | US EPA Tier 2 / LEV II, varying by state |
| Typical rated economy (RWD) | ~15 mpg combined (13 city / 18 highway, US) |
| Real highway at 120 km/h | Commonly 14–16 l/100 km (15–17 mpg US) |
| Aerodynamics (CrewMax) | Cd around 0.36–0.38 (approximate) |
The 3UR-FBE uses an aluminum block and heads with chain driven cams and is generally considered a long life design when serviced with quality 0W 20 oil. It favours mid range torque rather than high rev power, which suits towing and heavy payload work.
Transmission and driveline
| Item | Value |
|---|---|
| Transmission | 6 speed automatic, electronically controlled (A760E family) |
| Manual mode | Sequential shift gate, no true manual gearbox |
| Drive type | Rear wheel drive (4×2) |
| Final drive ratio | Typically 4.30 : 1 on 5.7 tow packages |
| Differential | Automatic limited slip (brake actuated) |
| Tow / haul mode | Yes, alters shift points and torque converter lock up |
| Transfer case | Not fitted on RWD (no low range) |
The tallish top gear helps keep revs modest on the highway, but the 4.30 rear axle ratio supports strong launch torque when towing.
Chassis and dimensions
Representative CrewMax 5.5 ft bed RWD figures:
| Item | Value |
|---|---|
| Frame | Fully boxed front, reinforced C section rear |
| Front suspension | Double wishbone, coil springs, anti roll bar |
| Rear suspension | Solid axle, multi leaf springs |
| Steering | Rack and pinion, hydraulic assist |
| Brakes | Front: ventilated discs, 4 piston calipers; Rear: ventilated discs |
| Wheel / tyre example | 255/70 R18 or 275/65 R18 |
| Ground clearance | Around 258 mm (10.2 in) |
| Length | ≈ 5,814 mm (228.9 in) CrewMax short bed |
| Width (mirror caps folded) | ≈ 2,030 mm (79.9 in) |
| Height | ≈ 1,930–1,940 mm (76–76.5 in) |
| Wheelbase | ≈ 3,700 mm (145.7 in) CrewMax |
| Turning circle (kerb to kerb) | About 13.4 m (44.0 ft) |
| Curb weight (5.7 RWD CrewMax) | Roughly 2,450–2,470 kg (5,400–5,450 lb) |
| GVWR | Around 3,175–3,310 kg (7,000–7,300 lb) |
| Fuel tank | 144 l (38 US gal, about 31.7 UK gal) |
| Cargo box internal length | ~1,676 mm (66 in) short bed |
| Cargo box width (between wells) | ~1,270 mm (50 in) |
| Cargo box depth | ~559 mm (22 in) |
| Approx. box volume | ~1,500 l (≈ 53 ft³) to top of wheel wells |
Performance and capability
| Item | Value / comment |
|---|---|
| 0–100 km/h (0–62 mph) | Typically ~6.5–7.0 s unladen |
| 0–60 mph | Around 6.3–6.8 s |
| Top speed (limited) | Around 175 km/h (109 mph) |
| Braking 100–0 km/h | Roughly 40–43 m depending on tyres and load |
| Max towing (properly equipped) | Approx. 4,500–4,670 kg (10,000–10,300 lb) |
| Max payload | Typically 700–780 kg (1,550–1,720 lb) |
| Roof load | Commonly 75–100 kg (165–220 lb) with rails; verify by VIN |
Actual tow and payload figures vary by cab, bed, gearing, and GVWR package; always confirm on the door jamb label and in the owner’s manual.
Fluids and service capacities
Values are typical for 3UR-FBE Tundra; confirm for each truck:
| System | Specification and capacity (approximate) |
|---|---|
| Engine oil | API SN or later, 0W 20 synthetic; ~7.5 l with filter |
| Coolant | Toyota Super Long Life pink, premixed 50/50; total capacity roughly 12–13 l |
| Automatic transmission | Toyota WS ATF; refill amounts vary (~3–4 l drain and fill, ~10 l for full exchange) |
| Rear differential | 75W 85 or 75W 90 gear oil (per manual); ~3 l |
| Power steering | Uses ATF type in shared system (check manual) |
| Brake fluid | DOT 3 (DOT 4 acceptable in many markets) |
| A/C refrigerant | R134a; charge roughly 700–800 g on dual zone systems |
| A/C compressor oil | ND OIL 8 type; charge amount per service manual |
| Key torque examples | Spark plugs ≈ 21 Nm (15 lb ft); wheel lug nuts typically around 150–160 Nm (consult sticker) |
Electrical and ignition
| Item | Value / notes |
|---|---|
| Alternator | Typically 170 A on 5.7 tow packages |
| 12 V battery | Commonly Group 27F, ~70–80 Ah, 710+ CCA |
| Spark plug type | Long life iridium (e.g., Denso SK20R11 family) |
| Spark plug gap | About 1.0–1.1 mm (0.040 in) |
| Plug replacement | Around 120,000 miles (190,000 km) under normal use |
Safety and driver assistance hardware
| Item | 2016–2017 RWD 5.7 | 2018–2019 RWD 5.7 |
|---|---|---|
| Airbags | 8 (front, side, curtain, driver and passenger knee) | Same |
| Stability and traction control | Standard Star Safety System (VSC, TRAC, ABS, EBD, BA, Smart Stop) | Same |
| Blind spot monitor / RCTA | Optional on higher trims | Optional / trim dependent |
| Toyota Safety Sense P (TSS-P) | Not fitted | Standard: AEB with pedestrian detection, lane departure alert with sway warning, adaptive cruise, auto high beam |
| Headlights | Halogen reflector; some trims LED DRL | Revised styling; still mixed performance |
Independent crash test results for CrewMax 2WD variants are covered in the safety section later in the article.
Tundra 57 trims and safety
During the 2016–2019 facelift years, the RWD 5.7 litre Tundra was offered across most trim levels, though exact availability varied by market. In North America, the 5.7 RWD typically appeared on SR, SR5, Limited, Platinum, and 1794 Edition grades, mostly with Double Cab and CrewMax cabs.
On work oriented SR models, a 5.0 inch audio display, cloth bench seat, basic air conditioning, steel wheels, and vinyl or cloth floors are common. The RWD 5.7 SR is easy to identify by simple badging, minimal chrome, and often smaller wheel sizes. It usually carries a higher payload rating than heavily optioned trims because curb weight is lower. SR5 adds alloy wheels, upgraded infotainment, more storage, and more available configurations, and is a common fleet and private buy.
Limited, Platinum, and 1794 Edition emphasize comfort. They add leather upholstery, larger touchscreen audio, dual zone climate control, and more sound insulation. The 1794 Edition is distinguished by saddle brown leather, wood style trim, and specific badging. Mechanically, these higher trims still share the same basic 5.7 V8 and 6 speed auto, but they often include standard tow packages (larger alternator, integrated trailer brake controller, larger tow mirrors) and different tyre options that can affect ride, braking, and towing stability.
From 2018 onward, Toyota Safety Sense P became standard. That brings:
- Forward collision warning with automatic emergency braking and pedestrian detection.
- Lane departure alert with a sway warning function.
- Automatic high beam control.
- Dynamic radar cruise control (adaptive cruise) suitable for highway use.
Earlier 2016–2017 trucks rely mainly on the Star Safety System (stability and traction control, ABS, brake assist, and brake force distribution) plus eight airbags. Blind spot monitoring and rear cross traffic alert are available as options on higher trims throughout the period, and are worth seeking out if you drive regularly in dense traffic.
In terms of crash test performance, the post 2014 CrewMax 2WD Tundra performs well in some areas and only average in others. Moderate overlap frontal and side impact scores are strong, with good protection ratings for most occupants. Roof strength is acceptable but not outstanding for the class, and driver side small overlap tests show marginal structural performance, with more intrusion at the footwell than on some rivals. Head restraints and seats are rated well, and side curtain airbags provide decent coverage.
Government testing typically yields a four star overall rating out of five, with strong side impact performance but somewhat weaker frontal crash scores and rollover risk figures that reflect the tall, heavy pickup geometry. Regular cab and extended cab models can have slightly different results. RWD does not inherently make the truck less safe structurally, but load distribution and stability behaviour in emergency manoeuvres are affected by whether the truck is loaded or empty.
For child seats, rear outboard positions in Double Cab and CrewMax models provide LATCH / ISOFIX style anchors with adequate access, though some testers note that anchor placement and seat cushion stiffness can make installation fiddly on certain child seats. If you carry children frequently, it is worth test fitting your actual seats at the dealership.
For a buyer, the key practical conclusions are:
- 2018–2019 trucks with TSS-P represent a useful jump in collision avoidance capability over 2016–2017 models.
- All 2016–2019 Tundras provide solid basic crash protection, but they lag behind the very best performing full size pickups in small overlap protection and headlight performance.
- Higher trims that add blind spot monitoring, rear cross traffic alert, and parking sensors can make daily driving and trailer manoeuvring significantly less stressful.
Tundra 57 reliability notes
The 5.7 litre RWD Tundra in these years has a strong reputation for durability, especially in the engine and basic driveline, but there are recurring issues that are worth understanding.
Common and noteworthy issues
- Secondary air injection system (SAIS)
- Symptoms: Check engine light, limp mode, reduced power on cold start, stored codes for air injection pump or switching valves.
- Root cause: Moisture and debris ingestion into the air injection pumps and valves, leading to corrosion or sticking.
- Remedy: Replacement of air injection pumps and valves with updated parts. Some markets have extended coverage or goodwill repairs; confirm with a dealer using the VIN.
- Exhaust manifold leaks / “ticking”
- Symptoms: Ticking noise on cold start from the engine bay, which quietens as metal expands; sometimes small exhaust leaks detected.
- Root cause: Exhaust manifold cracking or warping and stud failures.
- Remedy: Replace manifolds and hardware; higher labour cost due to tight access. Often a mid to high cost repair, more common on high mileage trucks or in corrosive climates.
- Frame and underbody corrosion
- Symptoms: Surface rust on frame rails, cross members, brake and fuel lines, and leaf spring mounts; in neglected cases, flaking and perforation.
- Root cause: Road salt and poor underbody washing; Tundras have had frame rust campaigns in earlier generations, and the XK50 still benefits from proactive rust proofing.
- Remedy: Regular wash downs, application of quality rust inhibitors, and careful inspection of frame welds and boxed sections. Severe cases may require welding or rejection of the truck as a purchase.
- Driveline clunk and U joint wear
- Symptoms: Clunk when coming to a stop or moving off, especially with the driveshaft unloaded; vibration at certain speeds.
- Root cause: Slack in slip yokes and universal joints; normal for some play, but worn joints can worsen it.
- Remedy: Greasing slip yokes on trucks with greaseable joints, replacing worn U joints or prop shafts as needed.
- Front suspension and steering wear
- Symptoms: Wandering feel, uneven tyre wear, knocking noises over bumps.
- Root cause: Wear in lower control arm bushings, ball joints, and tie rod ends, especially on trucks with heavy front accessories or oversized tyres.
- Remedy: Suspension inspection, alignment, and replacement of worn links. Often a medium cost repair that restores confidence.
- Interior electronics and accessories
- Symptoms: Failing door lock actuators, intermittent backup camera, and ageing infotainment units with laggy response.
- Root cause: Normal age and use; sometimes moisture ingress in tailgate camera harness.
- Remedy: Replace actuators or camera assemblies; infotainment can be upgraded to aftermarket units.
Known recalls, TSBs, and extended coverage (high level)
Over these years, Tundra trucks have been subject to broader industry campaigns such as airbag inflator recalls, as well as model specific actions relating to electronic systems and chassis components. Some examples include:
- Airbag or seatbelt related recalls in certain VIN ranges.
- Software updates for engine or transmission control modules to address driveability or emissions behaviour.
- Service bulletins for vibration, driveline shudder, or brake judder under heavy towing conditions.
Because campaigns and TSBs vary by country and even within a model year, the only reliable method is to check each individual truck against:
- The official Toyota owner or service portal using the VIN.
- Government recall databases in your region.
A thorough pre purchase inspection should include a printed recall and TSB summary and confirmation from a dealer that all applicable actions have been completed.
Reliability patterns by mileage
- 0–60,000 miles (0–100,000 km): Most trucks are trouble free aside from minor trim issues, sensor faults, or alignment and tyre wear.
- 60,000–150,000 miles (100,000–240,000 km): Suspension and steering joints, brake components, and driveshaft parts become more significant; SAIS issues and exhaust manifold leaks may appear. Fluid neglect in differentials or transmissions can start to show as noise and shift quality problems.
- 150,000+ miles (240,000+ km): Corrosion risk increases sharply in salted climates; look carefully at frame rails and bed supports. Some trucks will require radiator, heater core, or A/C repairs. Engine internals are usually robust if oil changes were regular.
For a prospective buyer, the key reliability takeaway is that the core engine, transmission, and rear axle on the 5.7 RWD Tundra are strong, but you should reserve budget for secondary air injection work, potential exhaust manifolds, and corrosion remediation over a decade of ownership. A truck with documented, regular fluid changes and rust protection is far more desirable than one with low mileage but poor maintenance records.
Tundra 57 maintenance and buying
A well maintained 5.7 RWD Tundra can be kept in reliable service for many years. The maintenance plan below is a practical blend of typical manufacturer schedules and experience from long term owners. Always adjust for your specific duty cycle (heavy towing, dusty use, short trips) and local guidance.
Basic maintenance schedule (time or distance, whichever comes first)
- Engine oil and filter:
- Normal mixed use: every 10,000 miles (16,000 km) or 12 months with 0W 20 synthetic.
- Heavy towing, much idling, hot or dusty climates: shorten to 5,000 miles (8,000 km) or 6 months.
- Engine air filter: Inspect every 10,000 miles; typically replace every 30,000–40,000 miles (48,000–64,000 km) or sooner in dusty conditions.
- Cabin air filter: Replace every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years.
- Spark plugs: Long life iridium plugs usually at ~120,000 miles (190,000 km).
- Coolant: Toyota Super Long Life coolant is often specified for around 100,000 miles (160,000 km) initially, then shorter intervals; consider 8–10 years for the first change if time limited.
- Automatic transmission fluid: There is often no fixed interval in some manuals (“lifetime fluid”), but a practical approach is:
- 60,000 miles (96,000 km) for trucks that tow regularly.
- 80,000–100,000 miles (130,000–160,000 km) for lighter use.
Use multiple drain and fills or a careful exchange procedure with Toyota WS. - Rear differential oil (RWD): Every 30,000–60,000 miles (48,000–96,000 km), with shorter intervals for towing or off road use.
- Brake fluid: Every 2–3 years regardless of mileage.
- Brake pads and rotors: Inspect at each service; rears on pickups can last a long time, fronts may wear faster, particularly with towing or heavy loads.
- Drive belts and hoses: Inspect at least annually after five years; replace serpentine belt around 90,000–120,000 miles (145,000–190,000 km) or at first sign of cracking or noise.
- Tyres, rotation, and alignment: Rotate every 5,000–10,000 miles (8,000–16,000 km). Check alignment at least every two years, or after major pothole impacts or suspension work.
- 12 V battery: Test annually after four years; many last 5–7 years depending on climate.
There is no timing belt; the 3UR-FBE uses timing chains. Chains are normally “service for life”, but any significant rattle at cold start, correlation codes, or metal in the oil filter should be investigated promptly.
Fluid specifications and quick reference
- Engine oil: 0W 20 synthetic meeting Toyota and API service standards; capacity about 7.5 l with filter.
- Transmission: Toyota WS automatic transmission fluid.
- Coolant: Toyota Super Long Life coolant, premixed pink.
- Differential: 75W 85 or 75W 90 gear oil as specified by manual.
Buyer’s checklist for a used Tundra 5.7 RWD
When inspecting a 2016–2019 Tundra RWD:
- Service history
- Look for documented oil changes with the correct grade, ideally at or before the recommended intervals.
- Confirm differential and, ideally, transmission services for high mileage trucks.
- Frame and underbody
- Inspect frame rails, crossmembers, spring mounts, and bed supports for scaling, perforation, or poor undercoating.
- Check brake and fuel lines for corrosion, especially near clips and brackets.
- Air injection system
- Scan for stored codes even if the check engine light is off.
- Ask if pumps and valves have been replaced; check invoices for part numbers and dates.
- Exhaust and engine bay
- Listen for ticking on cold start suggesting manifold issues.
- Look for oil seepage around cam towers, valve covers, and front cover; minor sweating is normal, active leaks are not.
- Driveline and suspension
- Drive at a variety of speeds and pay attention to clunks during start/stop, vibrations, and wandering steering.
- Inspect ball joints, tie rods, and control arm bushings for play.
- Interior and electronics
- Test all power windows, locks, mirrors, seat adjustments, and infotainment functions.
- Confirm that backup camera image is clear and stable.
- Recalls and TSBs
- Run the VIN through official recall tools and ask a dealer to print a campaign completion report.
Trims and years to prioritise
- If active safety tech is important, a 2018–2019 truck with TSS-P is preferable.
- For simple work use and lower purchase price, an SR or SR5 5.7 RWD with good maintenance and minimal corrosion can be an excellent value.
- Avoid trucks with severe frame corrosion or unclear title/accident histories, even if they seem cheap; repairing a rust compromised frame is rarely economical.
Long term, a maintained Tundra 5.7 RWD can be a 10–15 year, 250,000+ mile truck. Its main ownership costs are fuel, tyres, and occasional higher ticket repairs such as exhaust manifolds or air injection hardware. Budgeting for those from the start makes ownership much more predictable.
Tundra 57 driving and performance
On the road, the 3UR-FBE 5.7 litre V8 defines the Tundra’s character. It starts quietly, settles quickly to a smooth idle, and delivers a broad swell of torque from low revs. In normal driving, the engine rarely needs more than 2,000–2,500 rpm to keep pace with traffic, and the six speed automatic tends to shift early and decisively, favouring efficiency over constant hunting.
Throttle response is linear and predictable, with little lag between pedal movement and acceleration. This makes the truck easy to place in tight traffic and to modulate when backing trailers. Kickdown for overtakes is reasonably quick; at highway speeds, dropping from sixth to fourth gives enough thrust for confident merging or passing even with a moderate load or small trailer.
Ride quality depends heavily on configuration. A RWD CrewMax with standard 18 inch tyres and no heavy rear load can feel a bit busy on rough pavement when unladen, especially over expansion joints where the rear axle can hop. With 200–300 kg (400–600 lb) in the bed or a trailer on the hitch, the suspension settles nicely, and the Tundra feels planted and reassuring. The steering is light but not overly vague, with predictable responses and good straight line stability at motorway speeds.
Noise, vibration, and harshness are generally well controlled for a body on frame pickup of this era. The V8 produces a muted growl under load, while wind and road noise become more noticeable above 70 mph (113 km/h), particularly on trucks with aggressive all terrain tyres or aftermarket exhausts. Compared with newer aluminium bodied or coil sprung rivals, the Tundra feels more old school, but not crude.
Braking and control
Brakes are strong and consistent when in good condition, with large front discs and four piston calipers. Under repeated hard stops when lightly loaded, some owners report mild fade or vibration, especially on trucks with older rotors or heavy wheels. Using quality pads and rotors and keeping calipers clean helps maintain braking confidence.
Traction control on RWD models works reasonably well in rain, but with an empty bed and powerful engine, it is still possible to spin the rear tyres if you are abrupt with the throttle, especially on cold or wet surfaces. Adding weight over the rear axle and using appropriate all season or winter tyres is strongly recommended for use in snow or ice. Stability control intervenes progressively and can help keep the truck composed during sudden manoeuvres.
Real world efficiency
In everyday mixed driving, most owners of RWD 5.7 trucks see:
- City: roughly 11–13 mpg US (21–26 l/100 km) depending on traffic and driving style.
- Highway (60–70 mph / 100–115 km/h): often 16–18 mpg US (13–15 l/100 km) when lightly loaded.
- Combined mixed use: commonly around 14–16 mpg US (15–17 l/100 km).
Using E85 typically reduces range and increases consumption, so many owners stick to regular gasoline unless pricing strongly favours ethanol blends. Larger tyres, lifts, roof racks, and aggressive driving can all push numbers into the low teens or single digits when towing.
Towing and hauling behaviour
With its strong torque and relatively short rear axle ratios, the 5.7 RWD Tundra tows confidently within its rated limits. When properly equipped with the factory tow package, integrated trailer brake controller, and tow/haul mode engaged, the transmission holds gears longer and increases engine braking on descents. Transmission and engine cooling are designed for heavy loads, although monitoring transmission temperatures (where possible) on long grades is still wise.
Stability while towing depends strongly on trailer setup and loading. Weight distribution hitches, correct tyre pressures, and careful loading help keep sway in check. Compared with 4×4 models, RWD trucks rely more on trailer brakes and traction control for grip on slick launches; if you frequently launch boats on steep, wet ramps or tow in snow, a 4×4 might offer more margin.
Overall, the driving experience is one of predictable, muscular performance rather than cutting edge refinement. If you value a dependable, straightforward truck that still feels composed on long trips and strong under load, the RWD 5.7 Tundra delivers, provided you accept the fuel consumption and the relatively dated cabin ergonomics.
Tundra 57 rivals comparison
The 2016–2019 Toyota Tundra RWD 5.7 competes directly with other full size half ton pickups, including the Ford F 150, Chevrolet Silverado 1500, GMC Sierra 1500, Ram 1500, and Nissan Titan. Each has different strengths and compromises.
Against Ford F 150
- Strengths of the Tundra:
- Simpler all V8 drivetrain in these years; no small turbocharged gasoline engines to worry about.
- Proven long term reliability record with fewer reports of complex engine or transmission issues.
- Heavy duty feel and straightforward maintenance access.
- Advantages of the F 150:
- Lighter aluminium intensive body, often giving better payload and fuel economy.
- Wider spread of powertrains (including efficient EcoBoost engines) and more modern cabin with better infotainment.
- Typically stronger crash test performance and more advanced driver assistance features throughout the range.
If you prioritize efficiency, cutting edge tech, and the latest safety scores, the Ford is attractive. If you prefer a simpler, understressed big displacement V8 and plan to keep the truck long term, the Tundra makes a strong case.
Against Chevrolet Silverado 1500 and GMC Sierra 1500
- Tundra pros:
- Very robust engine with a reputation for running high mileages with minimal internal issues.
- Straightforward six speed auto compared with some rivals’ more complex multi speed designs.
- Strong resale values in many markets, especially among buyers who like Toyota trucks.
- GM pros:
- More modern interiors and a broader range of configurations.
- Generally better fuel economy from 5.3 litre V8s or later 10 speed gearboxes on newer trucks.
- Often slightly higher tow ratings in some configurations.
However, some GM trucks of similar era have reported issues with certain V8 cylinder deactivation systems and transmission shift quality; this makes the Tundra appealing to buyers sceptical of those technologies.
Against Ram 1500
Ram’s coil spring rear suspension and available air suspension deliver a smoother ride empty and loaded than the Tundra’s leaf springs. Cab design and interior materials are also often praised as more car like. On the downside, long term reliability perceptions and some historical issues with certain engines and gearboxes make some buyers cautious.
The Tundra, in contrast, feels more traditional in ride and handling but offers a clear, if thirsty, mechanical package and a reputation for high mileage durability.
Against Nissan Titan
The Titan shares the “traditional V8 truck” concept and often similar real world fuel economy. However, the Tundra benefits from a larger dealer network in many regions, a longer record in the North American full size market, and generally stronger resale values and parts support. If you can find a well maintained Titan at a significant discount it can be good value, but from a long term ownership perspective, the Tundra tends to be the safer bet.
Where the Tundra 5.7 RWD stands
- Ideal for owners who:
- Value durability and a proven, naturally aspirated V8.
- Plan to own the truck for a decade or more.
- Prefer straightforward mechanical systems over the latest fuel saving tech.
- Less ideal for owners who:
- Drive mostly short urban trips where the fuel consumption penalty is most severe.
- Need the very latest crash test performance and advanced driver assistance systems.
- Prioritize cabin refinement, cutting edge infotainment, and quietness above all else.
In summary, the 2016–2019 Toyota Tundra RWD 5.7 is not the most efficient or technologically advanced half ton, but it offers a robust powertrain, predictable behaviour under load, and a reliability story that many rivals envy. For buyers willing to budget for fuel and invest in proper maintenance and rust protection, it remains a highly credible choice in the used truck market.
References
- Toyota Manuals and Warranties | Toyota Owners 2025 (Owner’s Manual Portal)
- 2016 Tundra 2015 (Brochure / Technical Overview)
- 2016 Toyota Tundra Crew cab pickup 2016 (Safety Rating)
- Vehicle Detail Search – 2016 TOYOTA TUNDRA 2016 (Crash and Recall Database)
- Model Year 2018 Alternative Fuel and Advanced Technology Vehicles 2018 (Flex Fuel Vehicle Listing)
Disclaimer
This article is 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 VIN, market, model year, and installed equipment. Always confirm critical data and repair steps using the official service documentation and owner’s manual for your specific vehicle, and consult a qualified technician when in doubt.
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