The Toyota Tundra RWD (XK50) with the 3UR-FE 5.7-litre V8 is one of the last old-school, naturally aspirated half-ton pickups. From the 2014 facelift through the final 2021 model year, the 5.7-litre rear-wheel-drive trucks kept the same core mechanical package: a big all-aluminium V8, a conventional 6-speed automatic, and a ladder frame designed for towing and payload rather than maximum comfort.
Compared with 4×4 versions, the RWD Tundra 5.7 is lighter, slightly more efficient, and often rated for higher towing and payload in equivalent trims. It is popular in warmer, flatter regions where 4×4 traction is less critical, and among buyers who value simplicity over gadgets. This guide focuses on those 2013–2021 facelift trucks with the 3UR-FE V8 and rear-drive layout, covering specifications, real-world performance, known weaknesses, and what to look for when buying used.
Top Highlights
- Strong 5.7-litre 3UR-FE V8 (381 hp, 401 lb-ft) with a long and well-documented durability record.
- RWD layout is simpler than 4×4, with fewer components, lower weight, and slightly better fuel economy and towing ratings in many trims.
- Cabin and technology age across 2013–2021; safety and infotainment lag newer half-ton rivals.
- Oil and filter every 5,000 miles / 8,000 km or 6 months is a sensible baseline for long engine life.
Contents and shortcuts
- Tundra 5.7 RWD context
- Tundra 5.7 RWD data sheet
- Grades, options and safety tech
- Reliability and service campaigns
- Care schedule and buying tips
- On-road behaviour and performance
- Rivals and market position
Tundra 5.7 RWD context
The second-generation Tundra (XK50) arrived for 2007, but the key era for this article is the facelifted 2014–2021 range, launched at the 2013 Chicago Auto Show. Styling, interior design, and suspension tuning were updated, yet Toyota deliberately kept the same three engines, including the 5.7-litre 3UR-FE V8 with its six-speed automatic transmission.
The 3UR-FE is a 5.7-litre, 32-valve aluminium V8 with dual overhead cams, variable valve timing, and port fuel injection. In Tundra tune it produces 381 hp around 5,600 rpm and 401 lb-ft (about 543 Nm) of torque at roughly 3,600 rpm, shared across 4×2 and 4×4 configurations in North American markets. It is not flex-fuel in 3UR-FE form (that is the 3UR-FBE), which simplifies fuel system concerns in many export markets.
Rear-wheel-drive (4×2) models target buyers who tow, haul, or commute in conditions where four-wheel drive is not essential. By losing the transfer case, front differential, and front driveshaft, a Tundra 5.7 RWD:
- weighs a bit less than an equivalent 4×4,
- can have slightly better fuel economy on the highway, and
- often receives the highest published tow and payload ratings in the line-up.
The chassis itself remains a fully boxed ladder frame with three cab styles (Regular Cab in earlier years, Double Cab, and CrewMax) and multiple bed lengths. RWD models share most suspension, brake, and steering hardware with 4×4 versions, so parts availability and upgrade options are excellent.
Inside, the facelift brought a new dashboard, larger information screen, standard backup camera, and improved materials, making even work-grade trims more comfortable than early XK50s. However, by the late 2010s the Tundra’s cabin and tech were clearly older than those of newer domestic rivals, and it never received the latest small-turbo engines or 8–10-speed transmissions that competitors adopted.
For many long-term owners, that is the appeal. The Tundra RWD 5.7 is a “known quantity”: a big V8 truck with conservative engineering, strong aftermarket support, and few surprises if you understand its common wear points.
Tundra 5.7 RWD data sheet
Figures below describe a typical 2014–2021 Tundra 5.7 RWD Double Cab or CrewMax in North American specification. Always confirm details by VIN and local documentation.
Engine and performance – 3UR-FE 5.7-litre V8
| Item | Specification |
|---|---|
| Engine code | 3UR-FE |
| Layout and valvetrain | 90° V8, aluminium block and heads, DOHC, 4 valves per cylinder, dual VVT-i |
| Displacement | 5.7 l (≈ 5,663–5,734 cc depending on source) |
| Bore × stroke | Around 94.0 × 102.0 mm (3.70 × 4.02 in) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection, petrol only |
| Compression ratio | About 10.2:1 |
| Max power | 381 hp (≈ 284 kW) @ 5,600 rpm |
| Max torque | 401 lb-ft (543 Nm) @ 3,600 rpm |
| Timing drive | Chain-driven cams (no fixed replacement interval when healthy) |
| Emissions class (US) | ULEV II / LEV II for this era |
| Typical combined economy (RWD) | Around 15–16 mpg US (≈ 15–14.7 l/100 km) in ratings, dependent on cab/bed |
| Real-world highway @ 120 km/h | Commonly 13–15 l/100 km (15–18 mpg US) with stock tyres and light load |
Transmission and driveline – 4×2 layout
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic, Aisin A760E (4×2) |
| Gear ratios | 1st 3.333; 2nd 1.960; 3rd 1.353; 4th 1.000; 5th 0.728; 6th 0.588; Reverse 3.061 |
| Drive type | Rear-wheel drive (4×2) |
| Final drive ratios | Commonly around 4.10–4.30:1 on 5.7 tow-package trucks (varies by trim and market) |
| Differential | Rear open differential with traction and stability control; in some markets “Auto LSD” (brake-based) |
| Tow hardware | Tow Package typically includes hitch receiver, supplemental trans cooler, heavy-duty alternator, 4/7-pin wiring and integrated trailer brake controller on later years |
Chassis and dimensions (typical CrewMax 5.5-ft bed RWD)
| Item | Specification |
|---|---|
| Frame | Fully boxed ladder frame with crossmembers |
| Front suspension | Double wishbone with coil-over shocks and stabiliser bar |
| Rear suspension | Live axle with leaf springs and outboard shocks |
| Steering | Rack-and-pinion, hydraulic power assist |
| Brakes | Front ventilated discs ≈ 340 mm; rear discs ≈ 330 mm (exact diameters vary by trim) |
| Wheels/tyres | 18- or 20-inch alloys; common tyre sizes 255/70R18, 275/65R18, or 275/55R20 |
| Overall length | ≈ 5,814 mm (228.9 in) for CrewMax |
| Width (excl. mirrors) | ≈ 2,030 mm (79.9 in) |
| Height | ≈ 1,930–1,940 mm (76.0–76.4 in) |
| Wheelbase | ≈ 3,701 mm (145.7 in) CrewMax; Double Cab varies by bed length |
| Turning circle | About 13.4 m (44 ft) kerb-to-kerb |
| Curb weight | Roughly 2,350–2,500 kg (5,180–5,500 lb) depending on cab and trim |
| GVWR | Around 3,040–3,220 kg (6,700–7,100 lb) by configuration |
| Fuel tank | 26.4-gal (100 l) standard; 38-gal (144 l) tank on many 5.7-litre trims from mid-cycle updates |
Performance and capability
| Item | Specification |
|---|---|
| 0–100 km/h (0–62 mph) | Around 6.8–7.2 s for a lightly loaded 5.7 RWD |
| Top speed | Typically limited to ≈ 175–180 km/h (108–112 mph) |
| Max tow rating (best-case 5.7 RWD) | Up to about 4,760 kg (10,500 lb) on some 4×2 Regular/Double Cab configurations |
| Typical CrewMax 5.7 RWD towing | Commonly in the mid-9,000 lb (≈ 4,000+ kg) range when properly equipped |
| Payload | Often 700–860 kg (1,550–1,900 lb) depending on cab, bed, and equipment |
Service fluids (typical values – confirm by VIN)
| System | Specification and approximate capacity |
|---|---|
| Engine oil | 0W-20 full synthetic meeting Toyota spec; ≈ 7.4–7.6 l (7.8–8.0 qt) with filter |
| Engine coolant | Toyota Super Long Life (pink); total system around 13–15 l |
| Automatic transmission | Toyota WS ATF; drain-and-fill ≈ 3–4 l, full capacity higher |
| Rear differential | 75W-85 GL-5 gear oil to Toyota spec; around 3.3–3.5 l |
| Power steering | ATF-type fluid (per manual for your market) |
| A/C refrigerant | R-134a; charge amount listed on under-hood label |
Electrical hardware includes a high-output alternator (heavier-duty on Tow Package trucks), a large 12 V starting battery, and long-life iridium spark plugs typically scheduled around 120,000 miles / 190,000 km.
Grades, options and safety tech
The 5.7-litre RWD Tundra shares trims with its 4×4 siblings, but rear-drive layouts are common in warmer states and in many export markets.
Core trims across the facelift era (availability varies by year and market)
- SR – Basic work trim: vinyl or cloth seats, simple audio, steel or basic alloy wheels. Many 5.7 RWD work trucks and fleet units are SR or SR-type builds.
- SR5 – Volume trim: cloth seats, upgraded infotainment, more storage, better wheels and interior trim. Often paired with the 5.7 and Tow Package for general-purpose towing and family use.
- Limited – Leather upholstery, dual-zone climate, larger wheels, more chrome and upgraded audio; often a sweet spot for comfort without the cost of top-spec models.
- Platinum and 1794 Edition – Luxury-oriented with premium leather, unique interior themes, sunroof, memory seats, and high-end audio. Mechanically similar but with more equipment and weight.
- TRD Pro – Focused on off-road; nearly all examples are 4×4, but suspension, wheel and tyre specs are relevant if you plan to modify a RWD truck for rougher use.
Mechanical differences between trims
- Spring and shock tuning varies slightly by trim and package; SR/SR5 ride more utilitarian, Limited and above a bit more compliant.
- Tow Package upgrades cooling, alternator output, and hitch/brake-controller hardware. In some markets it is standard with the 5.7-litre.
- Wheel and tyre specs differ: 18-inch wheels on many SR/SR5, 20-inch on Limited/Platinum/1794. Larger wheels look good but can slightly worsen ride quality and curb impact resistance.
Safety equipment and evolution
From the facelift onwards, all Tundras came with ABS, stability and traction control, multiple airbags and a standard back-up camera. Beginning with the 2018 model year, Toyota Safety Sense P (TSS-P) became standard across the Tundra range, including 5.7 RWD trucks. TSS-P typically includes:
- Pre-collision system with pedestrian detection.
- Lane departure alert with sway warning.
- Automatic high beams.
- Dynamic radar cruise control.
Higher trims and option packages add:
- Blind-spot monitor with rear cross-traffic alert.
- Front and rear sonar parking sensors.
- Larger touchscreens and more advanced infotainment with smartphone integration in later years.
Crash-test performance
- Many Tundra CrewMax 2WD models earn good scores in moderate-overlap front and side impacts, with acceptable ratings in some small-overlap frontal tests depending on year.
- NHTSA testing often shows four out of five stars overall, with strong side-impact results and rollover scores typical of tall pickups.
As a buyer, pay attention to body-style-specific ratings (CrewMax vs Double Cab), headlight performance on your chosen trim, and the presence of TSS-P and blind-spot monitoring if you frequently drive in busy or high-speed traffic.
Reliability and service campaigns
The 3UR-FE Tundra has a strong reputation for longevity, but high mileage and heavy work reveal predictable wear points. For RWD trucks, some issues are less severe than on 4×4 versions (no front diff or transfer case), but the engine, transmission, and frame concerns are shared.
Engine-related patterns
- Secondary air injection system
The 3UR family is known for secondary air injection pump and valve problems, especially on earlier years. Moisture intrusion or carbon buildup can trigger check-engine lights and limp-home modes. Proper repair generally involves replacing pumps and valves with updated parts and sometimes relocating components; it is not cheap but is typically a one-time fix when done correctly. - Exhaust manifold leaks
Heat cycles can crack manifolds or degrade gaskets, leading to a ticking sound on cold start that may quiet as the engine warms. Ignoring serious leaks for long periods may lead to sensor issues or fail an emissions test. Replacement is labour-intensive but well understood by independent shops. - Oil seepage
Valve-cover gaskets and cam-tower sealing compound can seep over time, producing a light oil film at the rear of the engine. This is more of a mess than an emergency at first; it is best addressed during other major service work.
Bottom-end failures and timing-chain issues are rare with regular oil changes using correct-spec oil, which is a major reliability advantage over some rival engines.
Transmission and driveline
The A760E 6-speed automatic is robust when fluid stays clean and temperatures are controlled. Common themes include:
- Hard or delayed shifts on trucks that have never seen a fluid change, especially under heavy towing.
- Occasional torque-converter shudder on neglected trucks; often improved with a proper fluid exchange and, if necessary, converter replacement.
- Driveshaft clunks during R–D transitions, usually due to slip-yoke lubrication or normal play; persistent loud clunks or vibration warrant inspection of U-joints and differential backlash.
Because RWD trucks eliminate the transfer case and front differential, they avoid some 4×4-specific actuator and seal failures, slightly lowering long-term complexity.
Suspension, steering, and frame
In heavy-duty use, the following wear items are worth budgeting for:
- Front lower control-arm bushings and ball joints.
- Rear leaf-spring bushings and shackle hardware.
- Steering-rack seals and internal wear at high mileage.
Corrosion severity depends on climate. In rust-belt regions, inspect:
- Frame rails near rear leaf-spring mounts and crossmembers.
- Bed mounts and the rear of the frame around the bumper.
- Brake and fuel lines running along the frame.
Toyota has historically undertaken frame-corrosion inspection and treatment programs on earlier trucks; while the 2013–2021 facelift models are generally better, regular washing and rustproofing in harsh climates are still smart.
Recalls, TSBs, and campaigns
Across the broader Tundra range, there have been multiple recalls and technical service bulletins for issues such as:
- Airbag and knee-airbag fastener concerns in certain build ranges.
- Various emissions-system and wiring-related campaigns.
- Later recalls mainly affecting the next-generation Tundra (2022 onward), mostly for camera and lighting issues; those do not apply to the XK50 trucks but highlight the importance of regular VIN checks.
For any used truck, run the VIN through:
- Your national safety agency’s recall checker, and
- The official Toyota owner portal for campaign and service-history information.
Ask for printed dealer records showing completed recalls, especially where safety systems or airbag components are involved.
Care schedule and buying tips
A Tundra 5.7 RWD will handle high mileage if you treat fluids as consumables and keep rust under control. The following is a practical, conservative schedule; confirm intervals and specifications for your market.
Suggested maintenance schedule (typical use)
For mixed daily driving and occasional towing:
- Engine oil and filter – Every 5,000 miles / 8,000 km or 6 months. Use quality 0W-20 meeting Toyota specifications; shorten intervals for frequent short-trip use or heavy towing.
- Engine air filter – Inspect at 10,000 miles / 16,000 km; replace around 30,000 miles / 48,000 km or sooner in dusty areas.
- Cabin filter – Replace every 15,000–20,000 miles (24,000–32,000 km) or 1–2 years.
- Spark plugs (iridium) – Around 120,000 miles / 190,000 km.
- Coolant – First change near 100,000 miles / 160,000 km, then every 50,000–60,000 miles (80,000–100,000 km).
- Automatic transmission fluid – Drain-and-fill every 50,000–60,000 miles (80,000–100,000 km) if towing or carrying heavy loads; many owners choose similar intervals even with light use.
- Rear differential oil – Every 30,000–50,000 miles (48,000–80,000 km), more often for heavy towing.
- Brake fluid – Refresh every 2–3 years regardless of mileage.
- Serpentine belt and cooling hoses – Inspect annually; replacement is often sensible between 90,000 and 120,000 miles (145,000–190,000 km), or sooner if cracked or noisy.
- Alignment and tyre rotation – Rotate tyres every 5,000–7,500 miles (8,000–12,000 km), check alignment annually or after impacts and major potholes.
- 12 V battery – Load-test yearly after about three years; many last 4–6 years depending on climate.
The timing chain has no fixed replacement interval; investigate any start-up rattles, timing-correlation codes, or unusual cam/crank readings promptly.
Fluid and torque considerations
- Stick with Toyota-approved fluids or high-quality equivalents; mixing unknown coolants or ATF types can lead to costly problems.
- For DIY work, invest in a good torque wrench. Over-tightening wheel nuts can distort brake rotors; under-tightening suspension bolts can be dangerous.
Pre-purchase inspection checklist
When viewing a used Tundra 5.7 RWD:
- Underbody and frame – Look for scaling rust, especially around rear spring mounts, crossmembers and weld seams. Surface rust is normal; perforation or flaking chunks are red flags.
- Engine bay – Check for coolant crust, oil seepage at valve covers or the rear of the engine, and non-factory wiring.
- Transmission and diff – During the test drive, watch for slipping, harsh or delayed shifts, or humming/whining noises that rise with speed.
- Brakes and steering – Feel for pedal pulsation and listen for clunks when turning or driving over bumps.
- Electronics and safety – Confirm all warning lights illuminate at key-on and then extinguish. On TSS-P trucks, verify adaptive cruise, lane departure alert, and pre-collision warning operate as intended.
Ask the seller for:
- Service records showing oil changes, coolant and brake-fluid flushes, and any transmission or diff services.
- Documentation of recall and TSB work, especially for air injection, airbag, or frame corrosion campaigns.
- Evidence of professional installation for any tow hardware or suspension modifications.
Which years and trims to target
- For maximum active safety and the best standard features, 2018–2021 trucks with Toyota Safety Sense P and updated infotainment are especially attractive.
- For budget-minded buyers, a well-maintained 2014–2017 SR5 or Limited 5.7 RWD with the Tow Package can offer strong value, as long as the frame is clean and maintenance is documented.
- Ultra-high-mileage work trucks can still be worth considering if priced appropriately and if frame condition and service history are solid.
On-road behaviour and performance
On the road, the Tundra 5.7 RWD feels like a traditional body-on-frame pickup: tall seating, long bonnet, and a clear emphasis on heavy-duty capability rather than crossover-like refinement.
Ride and handling
Rear-drive Tundras share their basic suspension with 4×4 models, but the missing front-axle mass and simpler driveline make steering slightly lighter and the front end a bit more responsive. Unladen, the rear leaf springs are tuned to handle serious payloads, so the ride can be firm and choppy over broken surfaces, especially with 20-inch wheels and highway-pressure tyres.
At highway speeds, the truck tracks well but can wander a little on rutted roads; precise alignment and good tyres make a noticeable difference. Body roll in corners is moderate and predictable, and stability control intervenes smoothly if you push too hard on low-grip surfaces.
Cabin noise is acceptable but not class-leading. Wind noise around the mirrors and some tyre roar enter the cabin at freeway speeds. The trade-off is that you are always aware you are driving a serious truck rather than a plush SUV.
Powertrain character
The 3UR-FE V8 is the highlight. It delivers:
- Strong low-end torque for effortless city driving and relaxed towing.
- Linear, smooth power when you rev it out, with a classic V8 note.
- Instant response with no turbo lag and predictable behaviour in hot or cold conditions.
The six-speed automatic favours smoothness and durability over maximal fuel economy. With light throttle, it upshifts early and holds top gear to keep revs low; with heavier throttle or in Tow/Haul mode, it will hold gears longer and downshift sooner to control speed on grades. The gearing works well for towing but means that, compared with modern 8–10-speed rivals, the engine spends more time at higher rpm when you ask for power.
Real-world economy and range
For a 5.7 RWD Double Cab or CrewMax on stock tyres, many owners report:
- City – roughly 18–21 l/100 km (11–13 mpg US) depending on traffic and driving style.
- Highway (100–120 km/h) – about 13–15 l/100 km (15–18 mpg US).
- Mixed – often in the 14–17 l/100 km (14–16 mpg US) range.
With the larger 38-gallon tank, range can remain comfortable even on long stretches between fuel stations, which is helpful for towing or rural use.
Traction and towing behaviour
Compared with 4×4 models, RWD Tundras rely more on traction control and weight in the bed when roads are slippery. In snow, mud, or on wet grass, a lightly loaded 4×2 truck can spin its rear wheels easily; good all-terrain tyres and some ballast in the bed help. For drivers in mild climates or primarily on pavement, this is less of an issue.
Towing is an area where the RWD 5.7 shines:
- The rear-drive layout reduces weight and parasitic losses compared with 4×4.
- Properly equipped 4×2 Regular or Double Cab models offer the highest tow ratings in the line-up.
- The integrated trailer brake controller (where fitted) and trailer-sway control work unobtrusively to keep combinations stable.
On long highway grades with a heavy trailer, expect the engine to spin in the mid-range, sometimes dropping to 4th or even 3rd gear. Temperatures remain manageable if the cooling system is healthy and Tow/Haul mode is used; downshifting proactively to maintain speed and avoid constant hunting is good practice.
Brakes are up to the task for rated loads, but regular inspection and quality pads/rotors are essential, especially in hilly regions.
Rivals and market position
In the 2013–2021 market, the Tundra 5.7 RWD competes with V8 and high-output V6 versions of the Ford F-150, Chevrolet Silverado / GMC Sierra 1500, and Ram 1500. It is neither the most efficient nor the most refined option, but it offers a distinctive mix of strengths.
Versus Ford F-150 (aluminium-body era)
- Where the Tundra wins
- Simpler powertrain: naturally aspirated V8 and 6-speed automatic with a long field history.
- No turbochargers, intercoolers, or complex fuel-saving systems to maintain.
- Conservative engineering and straightforward service procedures, helpful for independent workshops.
- Where the Ford leads
- Better fuel economy from smaller turbo engines and more gears.
- More modern cabins, higher towing numbers in some configurations, and broader feature sets.
- Strong crash-test and headlight performance on many trims.
Versus Chevrolet Silverado / GMC Sierra 1500
- Tundra advantages
- Avoids some cylinder-deactivation issues seen on certain GM V8s.
- Perceived long-term reliability and resale value can be strong in some regions.
- GM strengths
- Wider variety of engines, including efficient V6/V8 and later turbo options.
- Smoother ride and quieter cabins in many trims, especially on higher-spec models.
Versus Ram 1500
- Tundra edge
- Simpler rear suspension compared with Ram’s coil-spring or air-suspension setups, with fewer complex parts to age.
- Straightforward, well-understood V8 without complicated hybrid systems in this era.
- Ram advantages
- Noticeably more comfortable ride, especially unladen.
- High-quality interiors and advanced infotainment, particularly in later model years.
Ideal Tundra 5.7 RWD buyer
This truck suits drivers who:
- Want a long-term, mostly petrol-powered ownership experience with a big naturally aspirated V8.
- Drive mostly on paved roads, in mild climates, where 4×4 is nice to have but not essential.
- Tow regularly and value predictable, well-understood mechanicals over cutting-edge technology.
- Are willing to accept higher fuel consumption in exchange for durability and simplicity.
If maximum refinement, the latest driver aids, or class-leading efficiency are top priorities, a newer-generation rival may be a better fit. If you want a tough, straightforward half-ton that rewards regular maintenance with a very long service life, the 2013–2021 Toyota Tundra 5.7 RWD remains a compelling choice.
References
- Toyota Manuals and Warranties | Toyota Owners 2024 (Owner’s Manual)
- New 2014 Toyota Tundra Offers Full-Size Pickup Truck Refinement, Ruggedness and Value 2013 (Press Release)
- 2014 Tundra eBrochure 2014 (Brochure)
- 2016 Toyota Tundra 2016 (Safety Rating)
- Vehicle Detail Search – 2016 TOYOTA TUNDRA 2016 (Recall Database)
Disclaimer
This article is provided for informational purposes only and does not replace professional diagnosis, repair advice, or official service information. Specifications, torque values, fluid types, and maintenance intervals can vary by VIN, production date, market, trim level, and installed equipment. Always verify procedures and values against the official owner’s manual, factory workshop manual, and current technical bulletins for your specific vehicle, and consult a qualified technician when in doubt.
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