Toyota Tundra RWD (XK70) V35A-FTS / 3.4 l / 348 hp / 2021 / 2022 : Specs, Dimensions, Performance and Reliability

November 29, 2025

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The third-generation Toyota Tundra (XK70) is a major reset for Toyota’s full-size pickup range. In rear-wheel-drive SR form, it pairs the new V35A-FTS 3.4-liter twin-turbo V6 with a 10-speed automatic, a fully boxed frame, and a coil-spring rear suspension. The 348 hp rating in this configuration is tuned for durability and payload rather than bragging rights, but torque delivery is strong and early, which matters far more when the bed is full or a trailer is attached.

Compared with the previous V8 Tundra, this truck is quieter, more efficient, and far better equipped in terms of safety and driver assistance. It also introduces more complexity: turbochargers, high-pressure direct injection, and extensive software control mean that maintenance quality and recall status are now critical. If you understand those factors and stay on top of service, the 2021–2022 RWD Tundra can be a very capable, long-lived workhorse that still feels modern enough for daily family use.

Fast Facts

SR RWD Tundra uses the V35A-FTS 3.4-liter twin-turbo V6 with around 348 hp and 405 lb-ft, driving the rear wheels through a 10-speed automatic.
Coil-spring multi-link rear suspension improves ride and stability versus the old leaf-spring Tundra, especially when unladen or on broken pavement.
Properly equipped RWD SR trucks can tow roughly 8,000–8,300 lb and carry close to 1,900 lb of payload, depending on cab and bed.
Key ownership caveat: early V35A engines are subject to engine-bearing recalls and some trucks are affected by rear-camera software recalls.
For mixed use with some towing, a practical oil change target is every 5,000–7,500 miles or 6–12 months with full-synthetic oil.

Toyota Tundra XK70 overview

The XK70-generation Tundra entered production in late 2021 as a 2022-model truck, replacing a long-running second generation that dated back to the mid-2000s. The new platform brought a fully boxed frame, updated suspension, and much more advanced electronics. What makes the 2021–2022 RWD Tundra SR unusual is that it combines this fresh architecture with a relatively simple drivetrain layout: rear-wheel drive, no transfer case, and a detuned version of Toyota’s new twin-turbo V6.

Toyota markets this engine as a 3.5-liter, but its actual displacement is 3,444 cc, often rounded to 3.4 liters in technical literature. The V35A-FTS uses aluminum construction, chain-driven dual overhead cams, four valves per cylinder, and a combination of direct and port fuel injection. Two water-cooled turbochargers feed the engine through an intercooler, while variable valve timing and careful thermal management help reduce emissions and fuel consumption. In SR tune, power is capped at roughly 348 hp, with a focus on torque and longevity rather than peak output.

The 10-speed ECT-i automatic features close lower ratios for launch and towing, plus several overdrive gears for quiet highway cruising. In RWD form, the truck uses an open rear differential with an electronic “Auto LSD” function, which brakes a spinning rear wheel to help move off in low-traction conditions. It is not a substitute for a mechanical locking differential, but it is still useful in wet or gravel situations.

Structurally, the Tundra moves to a fully boxed frame and a multi-link rear axle with coil springs instead of leaf springs. For owners, this translates to better bump absorption, especially when unladen, and more controlled axle movement over rough surfaces. The front end uses a double-wishbone layout, while electric power steering and large four-wheel disc brakes bring the truck in line with modern rivals. Inside, even the SR trim benefits from a contemporary cabin layout, with a big touchscreen, smartphone integration, and an ergonomic driving position that works for both work-boot driving and long-distance highway use.

Overall, this configuration is aimed at buyers who want a safer, more refined Tundra but do not need four-wheel drive. It suits light-to-medium towing, mixed city and highway use, and fleet duty where predictable costs and durability matter more than luxury features.

Toyota Tundra V35A FTS specs

This section focuses on the 2022 Tundra SR 2WD with the non-hybrid V35A-FTS engine. Exact numbers vary slightly by cab, bed length, and market, so always confirm by VIN and region.

Engine and performance

Parameter	Value
Engine code	V35A-FTS i-FORCE twin-turbo V6
Displacement	3,444 cc (3.4 L)
Configuration	60° V6, aluminum block and heads, chain-driven DOHC, 24 valves
Bore × stroke	~85.5 × 100.0 mm (3.37 × 3.94 in)
Valvetrain	Dual VVT-i, 4 valves per cylinder
Induction	Two water-cooled turbochargers with intercooler
Fuel system	D-4ST direct plus port fuel injection
Compression ratio	Around 10.5 : 1 (non-hybrid)
Power (SR 2WD)	~348 hp (≈260 kW) near 5,200 rpm
Torque (SR 2WD)	~405 lb-ft (≈549 Nm) from about 2,000 rpm
Recommended fuel	Regular unleaded 87-octane or higher (check market spec)
Typical 0–60 mph	Approx. 6.0–6.5 s depending on cab and load
EPA-style economy (SR 2WD)	Roughly 18 mpg city / 24 mpg highway / 20 mpg combined (≈13.1 / 9.8 / 11.8 L/100 km)

Real-world owners generally report high-teens mpg in mixed driving for RWD gas trucks, with low-20s achievable on steady highway runs at moderate speeds, and low-teens when towing or driving aggressively.

Transmission and driveline

Parameter	Value
Transmission	10-speed ECT-i automatic
Gear ratios	1st 4.92, 2nd 3.26, 3rd 2.35, 4th 1.94, 5th 1.53, 6th 1.19, 7th 1.00, 8th 0.80, 9th 0.66, 10th 0.61, Reverse 4.30 (approximate)
Final drive ratio	Around 3.31 : 1 (varies by axle and tow package)
Drivetrain layout	Front-engine, rear-wheel drive (4×2)
Differential	Open with electronic “Auto LSD” brake-based traction aid
Maximum tow rating (SR 2WD)	Around 8,000–8,300 lb (3,600–3,750 kg), depending on configuration
Typical payload (SR 2WD)	Often in the 1,750–1,950 lb (795–885 kg) range

For accurate tow and payload limits, use the tire-placard and door-jamb labels, because each truck’s actual rating depends on options, axle ratio, and equipment.

Chassis and dimensions (typical CrewMax RWD)

Parameter	Value
Frame	Fully boxed high-strength steel ladder frame
Front suspension	Independent double wishbone with coil springs and stabilizer bar
Rear suspension	Multi-link solid axle with coil springs and outboard dampers
Steering	Rack-and-pinion with electric power assist
Brakes	4-wheel ventilated discs with ABS, brake assist, stability control
Wheels / tyres (SR)	18-inch steel wheels, all-season tyres (typ. 245/75R18 or similar)
Overall length	Roughly 233–235 in (5,920–5,970 mm), depending on bed
Overall width	About 80 in (≈2,030 mm) without mirrors
Overall height	About 78 in (≈1,980 mm)
Wheelbase (CrewMax)	Around 145.7 in (3,700 mm)
Ground clearance	About 9.3 in (≈235 mm)
Curb weight	Around 5,100–5,300 lb (2,315–2,405 kg) in RWD SR form
Fuel tank	Approximately 22–24 US gal (83–90 L), market-dependent

Fluids and service-critical specs (typical)

Always verify the exact specifications by VIN and region.

Engine oil: 0W-20 full-synthetic meeting Toyota’s latest API/ILSAC specification; roughly 7.3–7.9 US qt with filter
Engine coolant: pink Toyota Super Long Life Coolant, premixed; roughly 9–10 L for the system
Automatic transmission fluid: Toyota WS (World Standard); drain-and-fill volume about 4–5 L
Rear differential oil: GL-5 75W-85 or 75W-90; capacity around 3 L
A/C refrigerant: R-1234yf, exact charge weight from under-hood label

Key torque values (approximate; always confirm):

Wheel nuts: roughly 150 ft-lb (≈200 Nm)
Oil drain plug: about 30 ft-lb (≈40 Nm)
Spark plugs: around 13–15 ft-lb (≈18–20 Nm)

Safety structure and assistance snapshot

Even this base RWD configuration benefits from the same safety architecture as higher trims:

Strong passenger cell with extensive use of high-strength steel
Multiple airbags including curtain and knee airbags (market-dependent)
Standard electronic stability control, traction control, and trailer-sway control
Standard Toyota Safety Sense (PCS with pedestrian and cyclist detection, adaptive cruise, lane-keeping support, and road-sign assist) in most markets

Crew cab Tundras have achieved top scores in major crash-test programs, and that safety performance carries over to RWD workhorse trims that share the same cab.

Tundra RWD trims and safety

In most markets, the RWD (4×2) Tundra lineup starts with the SR trim and may include SR5 and, in some regions, higher grades as 4×2 as well. Because this article focuses on the 348 hp V35A-FTS configuration, the SR 2WD is the reference point, but many of the safety and driver-assistance details carry across the range.

SR trucks are oriented around fleets and value-focused buyers. They typically include:

Cloth seats and hard-wearing interior trim
Steel wheels with basic all-season tyres
A smaller infotainment screen than top trims, but still with Apple CarPlay and Android Auto
Manual or basic power seat adjustments, depending on cab

SR5 and above usually add alloy wheels, larger touchscreens, more speakers, upgraded upholstery, and optional packages such as TRD Off-Road on some 4×2 configurations. Mechanical differences may include different axle ratios, tow packages with integrated brake controllers, heavy-duty cooling, and various wheel and tyre packages that affect payload and tow ratings slightly.

Visually, trims are easy to distinguish. SR models have simpler grilles, more black plastic exterior trim, and fewer chrome accents. Higher trims introduce LED headlamps with different signatures, chrome or body-color grilles, and distinctive badges (Limited, Platinum, 1794, etc.). Inside, higher trims gain softer materials, stitched panels, and sometimes different instrument cluster layouts.

From a safety and driver-assistance standpoint, the good news is that Toyota makes many advanced systems standard. Toyota Safety Sense in this generation typically provides:

Forward collision warning with automatic emergency braking for vehicles, pedestrians, and often cyclists
Full-speed adaptive cruise control (where allowed by law)
Lane departure warning with steering assist and lane-tracing on highways
Automatic high beams
Road-sign recognition for common signs

Most trucks also receive a reversing camera and rear parking sensors. Higher trims add features like blind-spot monitoring with rear cross-traffic alert, 360-degree camera systems, and more sophisticated parking aids. These camera systems are subject to software-based recalls in some model years, so it is wise to confirm that any used truck has had all safety-related software updates applied.

In crash testing, crew cab Tundras have earned very strong ratings, with high scores in frontal, side, and roof-strength tests and good performance for front-crash prevention and headlight evaluations in many trims. Extended-cab (Double Cab) models also perform well, but some ratings can vary by headlamp type and option package. When shopping used, checking the exact trim and headlight specification against safety-rating databases can highlight small but meaningful differences in nighttime visibility and overall score.

For families, the rear seats provide ISOFIX/LATCH mounts for child seats, and the crew cab layout offers generous legroom and headroom. If you plan to run rear-facing child seats, test-fitting them in a CrewMax cab is worthwhile; the extra space makes day-to-day use much easier.

Reliability and common issues

Toyota’s reputation for reliability is one of the main reasons buyers choose a Tundra. However, the V35A-FTS engine and new XK70 platform have introduced new patterns of issues that buyers and owners should understand. It is better to think of this configuration as “strong but recall-sensitive” rather than “fit-and-forget”.

A key topic is the main-bearing manufacturing issue that affects a subset of V35A engines. Certain 2022–2024 Tundras were built with engines where machining debris could remain in the crankcase and adhere to the crankshaft bearings. Under load, this can lead to bearing damage, engine knocking, and, in severe cases, engine seizure or stall. Toyota has issued multiple recall campaigns to address this, and in some cases the remedy is a complete engine replacement under warranty. If you are buying a 2022 Tundra, it is essential to:

Run a VIN check through official recall databases
Ask the seller for documentation of any engine-related recall work
Listen carefully for unusual engine noises on a fully warmed-up test drive

Beyond the recall, the V35A-FTS itself is a complex powerplant with high specific output. Common, mostly moderate-severity issues can include:

Oil leaks at cam covers or front covers as seals age
Carbon buildup on intake valves over high mileage because of direct injection (somewhat mitigated by the dual-injection design)
Wastegate or boost-control issues leading to underboost or overboost codes
Sensor faults, particularly related to turbo boost, cam timing, or exhaust after-treatment

On the driveline side, the 10-speed automatic has, so far, shown fewer systemic failures than some earlier multi-speed units from other manufacturers, but owners have reported:

Occasional shift flare or harsh downshifts, especially on cold start
Software updates to improve shift logic and reduce hunting between gears
Sensitivity to fluid condition, making periodic ATF service a good preventative measure even when labeled “lifetime”

Chassis and body issues are generally in line with other modern trucks:

Front suspension bushings and ball joints can wear in high-mileage, rough-road use
Rear suspension components may show accelerated wear if the truck regularly tows at or near maximum capacity
Surface corrosion on frame and underbody in rust-belt climates, especially where salt is used on winter roads

There have also been safety-related recalls involving rear-camera and lighting systems. While these are typically addressed by software updates or wiring repairs and do not affect core durability, they are important for day-to-day safety and legal compliance.

When assessing a used RWD Tundra, ask specifically for:

Complete service records, including oil change intervals and any coolant or transmission services
Documentation of engine-related recalls and any engine replacement
Confirmation of software updates for powertrain control modules and camera systems
Evidence that any corrosion has been treated early rather than allowed to spread

Taken together, these checks help separate well-maintained trucks from those that have had hard use with little oversight.

Maintenance and buying advice

A proactive maintenance approach is the best way to preserve the value and reliability of a Tundra with the V35A-FTS engine. The official service schedule assumes normal use and high-quality fluids; owners who tow frequently, sit in heavy traffic, or drive in dusty conditions should treat those schedules as a maximum, not a target.

Practical maintenance schedule (typical guidance)

Intervals below are ballpark values. Always confirm for your region and driving profile.

Engine oil and filter: every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months with 0W-20 synthetic
Engine air filter: inspect annually; replace around 30,000 miles (50,000 km) or sooner in dusty use
Cabin air filter: every 15,000–20,000 miles (25,000–30,000 km) or 1–2 years
Spark plugs: around 60,000–100,000 miles (100,000–160,000 km), depending on plug type
Coolant: first replacement typically at 100,000–120,000 miles (160,000–190,000 km), then at shorter intervals; check freeze protection annually
Automatic transmission fluid: inspect by color and service conditions; many specialists recommend a drain-and-fill every 60,000–80,000 miles (100,000–130,000 km)
Rear differential oil: every 50,000–60,000 miles (80,000–100,000 km), sooner if towing frequently
Brake fluid: flush every 2–3 years regardless of mileage
Brake pads and rotors: inspect at least annually, more often if towing or driving in hilly terrain
Serpentine/auxiliary belts: inspect from 60,000 miles; replace as soon as cracks or glazing appear
Suspension and steering: inspect bushings, ball joints, and tie-rods at each alignment or tyre rotation
Tyre rotation and alignment: rotate every 5,000–7,500 miles, check alignment annually or after impacts
12 V battery: test yearly after the 3–4-year mark, replace on signs of weakness

Because the engine uses chains rather than belts, there is no scheduled timing belt change. Instead, listen for chain rattle on start-up or cam timing errors in diagnostics; those are the triggers for deeper investigation.

Buying checklist for a used RWD Tundra

When evaluating a 2021–2022 RWD Tundra SR or similar:

Start with the VIN

Check for open recalls on official manufacturer and government sites.
Confirm whether any engine recall work or engine replacement has been completed.

Inspect the engine and bay

Look for oil seeping at cam covers and front cover areas.
Check coolant level and condition in the reservoir.
Listen for ticking, knocking, or unusual turbo whistle on a fully warm engine.

Road test thoroughly

From a stop, evaluate turbo lag and throttle response; it should pull strongly from low rpm.
Check that the 10-speed shifts smoothly, without constant hunting at light throttle.
Perform steady-speed cruising and some moderate acceleration to feel for shudder or hesitation.

Check chassis and body

Look underneath for rust on the frame, suspension mounting points, and brake lines.
Inspect tyres for uneven wear that could indicate alignment or suspension issues.
Test the parking brake, ABS operation (on a safe surface), and trailer-wiring function if fitted.

Electronics and safety systems

Confirm that all cameras, parking sensors, and driver-assistance features work without warning lights.
Cycle through infotainment and steering-wheel controls to check for glitches.

As for which trims and years to prefer, a 2022 truck with documented recall work, complete service history, and modest mileage is generally preferable to a cheaper, harder-used example with unknown history. RWD SR trucks with fleet backgrounds can be good buys if maintenance records are complete and there is no sign of abuse or neglected repairs.

Long-term, a carefully maintained Tundra with this configuration should offer a decade or more of useful life, especially if kept away from extreme corrosion environments and serviced with the correct fluids.

Real world driving performance

On the road, the RWD V35A-FTS Tundra feels noticeably different from the older V8 models. The most immediate impression is torque: peak torque arrives early, and the 10-speed automatic keeps the engine in its sweet spot without needing to rev high. In normal driving, the truck steps off smartly from lights and merges easily onto highways, with reserve performance in the mid-range for overtaking.

Throttle response is generally clean, though there is a brief moment of turbo lag if you ask for full power suddenly at low rpm. The transmission’s many ratios let it mask this by quickly downshifting two or three gears at once when you demand more power. In daily use, the gearbox spends much of its time in higher gears to keep revs low and cabin noise subdued. When towing, the transmission will hold lower gears longer and downshift earlier on grades; tow/haul modes help reduce gear hunting and maintain better control.

Ride quality is a clear improvement over the previous leaf-spring Tundra. The coil-spring multi-link rear axle is more compliant over sharp bumps, particularly when the bed is empty. It still rides like a truck — firm and controlled rather than soft — but it no longer feels as jouncy or unsettled on broken pavement. At highway speeds, the truck tracks straight, and the electric steering is light but stable on-center. Body roll is present in corners, as expected for a tall, heavy pickup, but it is well-managed and predictable.

Noise, vibration, and harshness are competitive for the class. Wind and road noise are modest; the engine is mostly quiet at cruise and only sounds busy when you use a lot of throttle. Turbo noise is present but not intrusive. With heavier loads or trailers, engine and fan noise understandably rise, but most owners find it less tiring than older Tundra V8s at similar workloads.

In terms of efficiency, real-world consumption depends heavily on usage:

City driving with light loads often falls in the mid-teens mpg (around 15–17 mpg, or 14–16 L/100 km).
Highway cruising at legal speeds can approach or slightly exceed 20 mpg (around 11–12 L/100 km) if the truck is unladen and conditions are favorable.
Towing medium trailers (say 4,000–6,000 lb) often pushes fuel use into the low-teens mpg (18–20 L/100 km), or lower on long grades or at higher speeds.

Traction in RWD form is adequate in dry and wet conditions, but in snow and on loose surfaces the truck naturally trails 4×4 rivals. Good all-terrain or winter tyres can significantly improve performance in such conditions, but owners in harsh winter climates or those who tow on unpaved roads may still prefer a 4×4 version. For warm-weather and mostly paved-road usage, the RWD layout reduces weight, complexity, and maintenance.

When loaded close to rated payload, the Tundra remains composed, especially if tyre pressures are set correctly and the load is distributed well. Towing stability is good as long as tongue weight and trailer setup are within guidelines. Engine and transmission temperatures are managed electronically, and the cooling package in tow-equipped trucks is designed to handle long highway grades, though watching temperatures and moderating speed is always wise.

How Tundra compares to rivals

The RWD V35A-FTS Tundra competes directly with rear-drive half-ton trucks such as the Ford F-150 with its 2.7-liter EcoBoost V6, the Chevrolet Silverado and GMC Sierra with their turbocharged four-cylinder and V8 options, and the Ram 1500 with its 3.6-liter V6 and 5.7-liter Hemi. Each rival has its own strengths; understanding where the Tundra sits helps you decide if it fits your use case.

In power and torque, the Tundra’s detuned 348 hp V6 sits between base and higher-output engines from competitors. It offers more torque than many non-turbo six-cylinder rivals and feels strong in everyday use. The trade-off is that some competing engines, particularly larger turbo units or V8s, may edge it in outright towing at the top of their ranges. For most private owners towing within 8,000 lb, the Tundra’s performance is more than adequate; those regularly towing near or above 10,000–12,000 lb are better served by higher-rated variants or even heavy-duty trucks.

Fuel economy is competitive but not class-leading. The Tundra’s turbo V6 helps bring it closer to more efficient rivals than the old V8 ever could, but some smaller-displacement turbo engines or mild-hybrid systems in competitors can deliver slightly better real-world consumption, especially in steady highway use. On the other hand, Toyota’s dual-injection system and conservative SR tune help protect against some of the long-term carbon buildup issues that can affect direct-injection-only engines.

Where the Tundra shines is in safety, cabin quality, and perceived robustness. Toyota tends to standardize advanced driver-assistance features across trims rather than restricting them to high-end models. Many competitors still charge extra or reserve certain systems for more expensive trims. The interior, even in SR form, feels solid and well-assembled, though some rivals offer flashier materials and more customization in upscale versions.

The main area where the Tundra has drawn attention is the engine-bearing recall situation. Rivals are not free of recalls, but the specific V35A campaigns may concern buyers who expect Toyota to be bulletproof. The key distinction is that Toyota has been proactive with recall campaigns and warranty coverage. Shoppers prepared to verify recall completion and service history can still find strong, reliable trucks; buyers who want to avoid any such risk entirely might lean toward simpler, naturally aspirated V8s or long-proven engine families in other brands.

For owners who prioritize a safe cab, a modern driving experience, strong baseline torque, and long-term parts support, the RWD XK70 Tundra remains a compelling choice. It is not the absolute best at any single metric, but it is well-rounded and, when maintained correctly and kept up to date with recalls, should deliver many years of dependable service.

References

2022 Tundra Owner’s Manual 2022 (Owner’s Manual)
2022 Tundra eBrochure 2021 (Brochure)
2022 Toyota Tundra Crew cab pickup 2022 (Safety Rating)
2022 Toyota Tundra 2022 (Fuel Economy Data)
Part 573 Safety Recall Report 24V381 2024 (Recall Database)

Disclaimer

This article is for informational purposes only and does not replace professional diagnosis, repair procedures, or official service information. Specifications, capacities, torque values, and maintenance intervals can vary by VIN, market, production date, and equipment level. Always verify all technical data and procedures against the official workshop manual, owner’s manual, and current manufacturer service bulletins for your specific vehicle.

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