Everything You Need To Know Before Buying A Used Tundra 2nd Gen

The first of three Toyota Tundra 2nd generation facelifts came in 2010 when it received a mild refresh. The 2014 facelift was more far-reaching and included substantially revised exterior styling and a brand-new interior that was easier to use and looked a lot better. All body panels were changed except for the cab and doors. The 2019 facelift only brought detail changes to the exterior and interior.

The 2010 facelift is mild and the most noticeable feature on the front is the new grille with a thinner surround 1 and two slats in the lower part, as opposed to the three slats of the pre-facelift Tundra 2. The front lower valance is restyled, too, with the three equally sized air intakes making way for a longer center slot and two shorter ones on either side 3. The round slots in the outermost parts of the grille received fog lights in the upper trims.

The 2014 facelift brings far more changes, with a massive new grille and its trademark upper slot now sitting way up in the hood 1, as well as squarer headlights underlined by a strip of LED daytime running lights 2. The lower valance no longer cut into the bumper's lower half, but go all the way up, meeting the grille and visually splitting the bumper into three sections 3, with the fog-light slots now much smaller and angular, housing smaller, round fog lights 4.

Minor restyling for the 2019 model year includes revised grilles 1 and restyled LED headlights with new LED daytime running light strips around their outer edges on models so equipped 2.

Only anoraks would spot the rear-end changes to the 2010 Tundra. The round motifs used for the taillight lenses for the first few years drop away in exchange for squared-off lenses 1.

There are a lot more changes for the 2014 facelift, with the Tundra receiving brand-new, reshaped taillights with the reverse lights and turn signals no longer set in the lower half of the clusters, but in the middle on the outside edge 1. The tailgate is all-new and the smooth upper part gives way to a pronounced lip spoiler that juts out 2. The lower part of the pressing is modified too, with a deep crease running the width of the tailgate and the "Tundra" name now pressed into the sheet metal on the lower right, replacing the previous badging on the lower left 3. The bumpers are restyled too, receiving the three-part treatment, much like the front bumper, and with a more squared-off number plate housing 4. This theme carries through to the 2019 facelift.

From the side, the 2010 Tundra looks for all the world like the 2007 model, but the changed taillight lenses are noticeable, as well as some obligatory new wheel designs 1.

The changes made to the 2014 model are much more obvious and the new headlights can be seen from the side 1, as well as the bumpers blending into the fenders smoothly. The restyled taillights with the clear strip in the middle are easy to spot from the side 2, too, as is the new rear bumper that wraps around the body's side more and curves down toward the rear wheel 3. Nothing of consequence changes for the 2019 model year.

The 2010 Tundra receives such a mild interior freshening that it would go unnoticed by most. The eagle-eyed would spot that standard front-seat knee airbags are added as standard across the board 1. New radios become available 2 and the interior mirror receives an optional backup-camera display. A new shelf is added below the glove box 3.

The 2014 Tundra's interior is completely restyled with a brand-new dashboard 1. The previous asymmetrical design placed the center-stack controls too far away from the driver, but the 2014 model's dashboard adopts a symmetrical design, moving these controls 2.6 inches closer to the driver, and with four round vents replacing the old rectangular ones 2. New contrasting panels running down either side of the new center stack are part of the styling update, with new Entune infotainment controls on models so outfitted 3. Knobs are bigger and easier to grip with gloved hands. The trim materials are completely revised and the steering wheels are new too 4. Sadly, the driver's side grab handle has been discontinued.

Three engines are available in the 2007 Toyota Tundra XK50, all naturally aspirated gas engines. The base engine is the 1GR-FE 4.0-liter V6 with 236 hp and 266 lb-ft of torque. There is then a base V8 engine was the 2UZ-FE 4.7-liter with 271 hp and 313 lb-ft of torque and the top-dog V8 is the 3UR-FE 5.7-liter with 381 hp and 401 lb-ft of torque. The 4.0-liter and 4.7-liter models come with five-speed automatic transmissions and the 5.7-liter with a six-speed automatic. 2WD and 4WD can be had on all models except the V6, which was 2WD-only, and all Tundras get a limited-slip rear differential. A 2WD Regular Cab with the proper equipment fitted can tow up to 10,800 pounds, reduced to 10,500 later in the truck's lifecycle. For the 2010 model year, the aging 2UZ-FE V8 engine is replaced by a 1UR-FE 4.6-liter from the same UR engine family. It develops more power and torque than the old 4.7 - 310 hp and 327 lb-ft - but is lighter on fuel, helped by being fitted with a six-speed automatic transmission as standard. For the 2011 model year, the base 4.0-liter V6 receives variable valve timing, boosting outputs to 270 hp and 278 lb-ft of torque and slightly improving fuel economy.

As competition heated up, time stood still for the Tundra and nothing changed on the mechanical front for many years. For the 2015 model year, the base V6 engine is dropped altogether, along with its five-speed automatic transmission, but the two V8s soldier on unchanged. While the Ford F-150 receives a lightweight aluminum body and Ram adopts coil-sprung rear suspension, the Tundra refused to change and falls further behind the times. Since the debut of the 1UR-FE mid-range 4.6-liter V8 for the 2010 model year, absolutely no mechanical changes are made to the Tundra for the next ten years until this engine is dropped from the lineup for the 2020 model year, with only the 5.7-liter remaining at this point. The 2nd gen Tundra would eventually finish its 15-year production run as a 2021 model with exactly the same 381-hp 5.7-liter V8 the 2007 launch model.

Toyota's tough 1GR-FE 4.0-liter V6 engine serves as the Tundra's base engine from its launch as a 2007 model until the engine's last model year in the 2014 Tundra. It is always mated exclusively to a five-speed automatic transmission, but it does receive a tech upgrade along the way. For the 2011 Tundra, variable valve timing is added to the V6, improving power from 236 hp to 270 hp and torque from 266 lb-ft to 278 lb-ft. Although very reliable and capable of easily surpassing 250,000 miles with good maintenance, some 1GR-FE engines tend to eat a head gasket every few years, so it might be worth watching out for. Besides this and occasional ignition-coil failure, this is a robust engine with a reliable chain drive for its camshafts.

At launch and for the first three model years, the 4.7-liter 2UZ-FE V8 engine is the mid-range V8 power plant in the Tundra lineup. It produces 271 hp and 313 lb-ft of torque and is mated to the same five-speed automatic transmission as the base V6. Its older design makes it less fuel fuel-efficient than the newer UR family of V8s, which is why it is swapped out from the 2010 model year onwards. Generally regarded as very reliable, the 2UZ-FE does have two things counting against it. The first is its tendency to crack its exhaust manifolds every 100,000 miles or so, and although this causes irritating ticking noises, it isn't usually detrimental to the engine's health. The other negative is that it uses a cambelt, which requires periodic changing every 90,000 miles. Since its water pump runs on the same cambelt and the engine's interference design means it could suffer serious damage if the cambelt breaks, it's best to replace both at the same time.

For the 2011 model year, the old 2UZ-FE V8 engine is retired and replaced with a 4.6-liter version of the UR engine family - the 1UR-FE. It's the smaller brother of the 3UR-FE 5.7-liter V8 that was already in use in the Tundra and introduces improved power density and efficiency, adding 39 hp and 14 lb-ft to the totals of the old engine, despite being slightly smaller in capacity. It also drops the old 4.7's five-speed automatic in favor of a six-speed. Sharing its chain drive with the larger engine, it requires less maintenance than the 4.7, too. It's not perfect, with water pumps not lasting all that long (but rarely failing catastrophically) and being prone to oil leakage from the valve covers as it ages. Other than that, it's a tough engine that can run reliably for hundreds of thousands of miles with proper care.

The 5.7-liter 3UR-FE is essentially more of the same, following its smaller 4.6-liter sibling in most respects in terms of design and general faults. It was powerful at the time of launch and outperforms most contemporary rivals, but Toyota left its outputs unchanged for the entire 15-year production run of the Tundra and by the time of its retirement, this stalwart was as hardy as ever, but not competitive anymore in terms of power and efficiency. While also prone to a few water pump and valve cover issues like its smaller sibling, the 5.7-liter is also notorious for air-injection pump failures and excessive oil consumption, the latter mostly down to the failure of the positive crankcase ventilation (PCV) system's valve.

The Tundra is noted for its powerful, efficient engines when it launched, but it gradually loses its advantage over the years as rivals introduce newer technology and smaller, turbocharged engines. The V6's efficiency sees slight improvement when it receives variable valve timing for 2011 and the mid-range V8 gains a MPG or so when the newer 4.6 replaces the 4.7, but that's it. No other worthwhile improvements are made over the production cycle and the 5.7-liter V8 remaina the same for the Tundra's entire 15-year run, although a flex-fuel version is added to the lineup after a year.

The EPA publishes owners' submitted real-world fuel-consumption figures once a vehicle has been on the market for long enough and there is a large enough sample to derive representative averages from. To this end, the Tundra performs quite well and, unlike many other vehicles, owners generally improve upon the EPA's estimated figures in real-world driving conditions. Even the old 2UZ-FE 4.7-liter engine consistently outperformed its EPA combined average of 15 MPG in 2WD guise with measure figures of 16.5 MPG or better. Owners achieve even better figures with the more powerful 4.6-liter V8, calling into question the need for going for the 5.7-liter engine unless you are going to do lots of hauling and towing.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

The Toyota Tundra set the safety standard for full-size trucks when it was launched and right off the bat, all models are fitted as standard with traction and stability control, ABS brakes, and front, front-side, and full-length curtain airbags. The 2007 model is awarded four stars out of five overall by the NHTSA, as well as four stars for the frontal crash and rollover test (4x4 model only; the 4x2 received three stars for the rollover test). It fares even better over at the IIHS, getting a "Good" score for all its crashworthiness tests. Admittedly, bthe safety tests were less stringent at the time but the Tundra is, nevertheless, the standard-bearer in its class. The 2008 model is the first full-size truck to be awarded a Top Safety Pick award by the IIHS and it earns the award for the 2009, 2011, 2012, and 2013 model years as well. However, it doesn't earn it again after that, part of the reason being that the aging Tundra isn't designed for the newer small overlap frontal crash that applies from the 2014 model onward and could never score any better than "Acceptable" for it in all its remaining years on the market.

The 2010 facelift coincided with a further improvement in safety, with standard front knee airbags added to all trims and an in-mirror backup-camera display option becoming available. For 2011, trailer-sway control is added as standard to all trims. For 2012, the Limited trim gets a standard backup camera, and for 2014, this feature is rolled out to all trims, while parking sensors are added as standard on the Platinum and 1794 Edition trims (and made optional on the other trims). Blind-spot monitoring and rear cross-traffic alert are optionally available on the Limited, Platinum, and 1794 Edition models. For 2015, an integrated trailer-brake controller is added as an option and for 2016, it becomes standard on the upper trims. The Platinum and 1794 Edition get parking sensors, blind-spot monitoring, and rear cross-traffic alert as standard, with these features being optional on the other trims. The 2018 model receives the Toyota Safety Sense package as standard on all trims, adding forward-collision warning, automatic emergency braking, adaptive cruise control, lane-departure warning, and automatic high beams.

At launch, the 2007 Tundra was offered in no fewer than 31 different configurations in terms of cab, bed, and drivetrain combinations. However, there were three basic trims, namely Base, SR5, and Limited, as well as various packages. The 2008 5.7-liter 4WD models gained a flex-fuel version and 2009 saw the introduction of the optional TRD Sport and TRD Rock Warrior packages, only available on Double Cab and CrewMax Tundras. The TRD Rock Warrior package adds 17-inch forged TRD alloys, BF Goodrich all-terrain tires, a body-color grille and bumper, Bilstein dampers, cloth bucket seats, and a sports shift knob, among other features; the TRD Off Road Package additionally adds front tow hooks and skid plates. Also new is the Ivan "Ironman" Stewart Signature Series in three packages, one of which received a supercharger, boosting the 5.7-liter V8's outputs to 504 hp and 550 lb-ft of torque and dropping the 0-60-mph sprint to under five seconds.

For 2010, the basic trims were reduced to two: Base and Limited, and SR5 became a package added to the Base trim. A new stripped-out Work Truck package was made available on the Base trim too, and a luxurious Platinum package on the Limited trim. The Work Truck, SR5, and Limited packages essentially created new trims, so we'll list them separately for clarity's sake and to reduce confusion, as some of these packages were regarded as separate trims for some years but not others. For 2014, the 1794 Edition trim was added, named for the ranch in Texas on which a part of the Tundra assembly plant is built and the base Tundra finally got a proper name: SR. The 2015 lineup gained the off-road-focused TRD Pro trim, which disappeared for the 2018 model year and reappeared for 2019. A new TRD Sport trim was added for 2018, which was essentially a package applied to the SR5. The Standard Cab is discontinued entirely for the 2018 model year while 2019 sees the belated introduction of smartphone integration and the discontinuation of the 4.6-liter engine. For 2021, its last model year, a Nightshade Special Edition and Trail Edition were also added.

The Work Truck is only available from the 2010 model year and is a stripped-down version of the normal base Tundra Grade that had already been on sale for three model years. Toyota treats this as a package applied to the base Tundra, but it is a delete package that removes features, creating a new base trim in the process. Available only with the Regular Cab and Double Cab bodies, the Work Truck is shorn of virtually all the base truck's luxury features, getting vinyl upholstery on the seats and a plain black bumper and black grille surround. Some of the features it loses are keyless entry, powered door locks, windows, and side mirrors, carpeting, various dashboard gauges, and all traces of silver dash trim.

All 2010 Tundra trims have front knee airbags and a new 1UR-FE 4.6-liter V8 engine, replacing the old 2UZ-FE 4.7-liter engine and offering better power, torque, and fuel economy. It has a six-speed transmission in place of the old five-speed. The 2010 version of the base 4.0-liter V6 has variable valve timing, gaining 34 hp and 12 lb-ft, but retaining the five-speed automatic. Trailer-sway control is a standard feature on all 2011 trims. The 2014 facelift has revised damper rates to smooth out the ride and, inside, a 6.1-inch Entune infotainment touchscreen is standard. For the 2015 model year, the base V6 engine is dropped from the line-up, with only the 4.6-liter and 5.7-liter V8 models remaining, all with six-speed automatic transmissions. For the 2018 model year, the Work Truck is dropped from the lineup, along with the Regular Cab body.

The Base or DX trim was the only trim available for the Regular Cab Tundra at launch and this was also the only body style to get this trim for 2007, with either a short or long bed, but with a choice of 4.0, 4.7, or 5.7 engines. It has 18-inch pressed-steel wheels, a standard 40/20/40 bench trimmed in cloth, and features include rubber flooring, a tilting steering wheel, dual-zone air-conditioning, and a radio/CD Player with an MP3-player input jack and four speakers. For 2008, the Base trim is expanded to the two other body styles as well, which get carpeting in place of the Regular Cab's rubber flooring, and a power-sliding rear window.

The 2009 models include a flex-fuel-capable version of the 5.7-liter V8 engine, while the off-road-focused TRD Sport and TRD Rock Warrior packages become available, so you might find several used Tundras so equipped. All 2010 Tundras have standard front knee airbags and base models with the longer cabs have full power accessories and cruise control. For the 2014 facelift, the base trim was renamed SR. It has a matte-black lower front fascia, grille surround, and rear bumper, as well as tow hooks on 4WD models, two 12-V power outlets, a backup camera, and a 6.1-inch touchscreen infotainment system with a USB port. Double cabs also add an eight-way manually adjustable driver's seat (four-way manual adjustment for the passenger), front and rear reading lights, and two additional speakers.

The Regular Cab was dropped for the 2018 model year. Toyota's Safety Sense package is standard on all 2018 Tundras; this package contains adaptive cruise control, forward-collision warning with automatic emergency braking, automatic high beams, and lane-departure warning. The 2020 Tundra lost the 4.6-liter engine, with the only engine left across the lineup the 5.7-liter V8; the upgraded infotainment system gained Apple CarPlay and Android Auto for 2021 at last, but retains the seven-inch screen size on the base model.

The 2007 SR5 is available in Double Cab with either the short or long bed or and CrewMax cab with the short bed and with a choice of all three engines: the 4.0, 4.7, or 5.7. The SR5 upgrades from the base trim by adding chrome bumpers, keyless entry, cruise control, a tilting steering column that also telescopes, more front-seat adjustment, power windows and locks, rear-seat heater ducts, and two additional speakers for the audio system. When fitted with the long bed, the SR5 also has standard towing preparation, which includes extendable side mirrors and a transmission tow/haul mode. CrewMax SR5s additionally add heated side mirrors, a reclining rear bench, rear air-conditioning ducts, and a defrostable rear sliding window.

The 2008 SR5 Double Cab and CrewMax have heated side mirrors, front bucket seats, and a six-CD changer. The 2014 facelift has more kit: a chrome grille surround and rear bumper, fog lights, variable intermittent wipers, satellite and HD radio, and a larger 7-inch infotainment screen. The TRD Off Road Package is optionally available on this trim and from the 2018 model year, so you might see these derivatives on used-car lots as well. Sometimes listed as a separate trim, there is a TRD Sport package for the SR5 that adds to the standard SR5 items such as 20-inch alloy wheels, a hood scoop, LED headlights, LED fog lights, a sport-tuned suspension system, floor mats, body-color bumpers and mirrors, exterior graphics, and a TRD shift knob.

The 2020 SR5 and higher trims have an enhanced eight-inch infotainment screen with Apple CarPlay and Android Auto. The 2021 Tundra comes in a limited-edition Trail Edition as well, of which only 5,000 were made available, adding unique 18-inch alloy wheels with all-terrain tires, the 1794 Edition's grille, a lockable bed-storage box, a spray-in bedliner, and black seats with tan stitching.

The 2015 TRD Pro is an off-road-focused trim and only comes with 4WD in either Double Cab or CrewMax bodies. Its standard features are based on that of the SR5 but it adds 18-inch alloy wheels, a TRD dual exhaust system, model-specific exterior styling, off-road suspension with a two-inch higher ride height, Bilstein dampers, and a front skid plate. Inside, it is fitted with bucket seats with red stitching and the upgraded Entune infotainment system with the larger seven-inch screen, as well as satellite and HD radio.

The TRD Pro was discontinued for the 2018 model year. The relaunched 2019 model has lighter, forged BBS alloy wheels, aluminum Fox dampers with remote reservoirs for a better ride, a front suspension lift of two inches, a black-tipped TRD exhaust, "TRD Pro" stamped into the rear quarter panels, a hood scoop, a model-specific grille, LED headlights, and Rigid Industries LED fog lights. The 2020 TRD Pro is available in the CrewMax body as well, so 2020 and 2021 are the only years to choose from if you want that body style in TRD Pro format.

The Limited is only available with V8 engines and in Double Cab and CrewMax bodies. Additional equipment in the Limited Double Cab, over and above the SR5, includes 18-inch alloy wheels, power-folding and auto-dimming side mirrors, adjustable bed tie-downs and a bed-rail system, front captain's chairs trimmed in leather and with 10-way electrical adjustment for the driver, automatic climate control, leather upholstery, a telescoping steering column, Bluetooth, a 10-speaker JBL audio system, and an in-dash CD changer. The CrewMax has 12 speakers.

The 2008 Limited has front and rear parking sensors, and the 2010 model has iPod connectivity and satellite radio. The 2012 Limited trim has a standard backup camera with its display in the rear-view mirror and the 2014 facelift has 20-inch alloy wheels, dual-zone climate control, an auto-dimming rearview mirror, and the upgraded Entune infotainment system with smartphone app suite and navigation, as well as a larger 38-gallon gas tank and standard trailer-brake control on 5.7-liter models. For its final 2021 model year, the Nightshade Edition package becomes available on the Limited. It gets blacked-out exterior treatment with black 20-inch alloy wheels, door handles, badging, mirrors, grille, and exhaust.

The Platinum Package was offered from the 2010 model year on the Limited CrewMax only and includes unique 20-inch alloy wheels, a power moonroof, a backup camera, perforated leather upholstery, a DVD-based navigation system, door-sill protectors, satellite radio, woodgrain trim, and nearly every possible extra and feature offered on the Tundra for a full-house, Lexus-like experience. From the 2010 to 2012 model years, Toyota listed the Platinum as a package and, from the 2013 model, it was classified as a trim level. The 2014 facelifted Platinum has a 12-way electrically adjustable driver's seat (six-way powered for the passenger) with heating and ventilation and a memory function.

The Western-themed 1794 trim became available for the 2014 facelift Tundra and is named for the Texas ranch on which the Tundra assembly plant is partially located. Launched as a 2014 model, it is available only with the CrewMax body and gets everything the Limited Platinum has, plus unique chrome exterior details, saddle-brown leather-and-suede upholstery, and soft-touch treatment for the console and instrument panel that matches the upholstery. From the 2016 model year, the TRD Off Road Package is offered on the 1794 trim as well.

The modern interior of the Toyota Tundra Gen 2 launch edition is attractive to look, but the plastics are a bit brittle and it lacks an upmarket appearance, even in the plush trims. This is largely adressed with the 2014 facelift, with the Tundra receiving an all-new interior design that looks much smarter, even if there are still various areas decked out in scratchy plastics. At least everything is properly screwed together. One that that never changes is its spaciousness. The second-generation Tundra is no longer the seven-eighths truck that its predecessor was, but a full-size truck seating either five or six passengers. The double cab is adequately roomy, but the CrewMax is positively commodious with over 42 inches of rear legroom.

The 2nd-generation Tundra generally upholds Toyota's reputation for reliability and in terms of engines and transmissions, the news is mostly good, with both able to cover hundreds of thousands of miles without trouble if properly maintained and given frequent oil changes. However, no car is perfect and the Tundra has a few blotches on its report card, most notably frame rust, paint problems, air-injection-pump failures, some electrical issues, and Toyota's infamous Bluetooth echo problems when making phone calls. All engines are naturally aspirated without, a proven technology, and the torque-converter automatic transmissions are robust. A well-cared-for Tundra should, therefore, be mechanically sound, but that doesn't mean there aren't other issues to look out for.

The basic oil service is every 10,000 miles, but we recommend halving that distance if your truck operates under severe conditions - i.e. heavy hauling and/or towing, in freezing temperatures, or in dusty conditions. Toyota performs 5,000-mile checks anyway, at which time it rotates the tires and inspect all fluid levels and the braking system. Having burnt its fingers with the unintended acceleration scandal, the automaker also checks every 5,000 miles that the driver's floor mat is still properly secured. At the normal 10,000-mile intervals, it replaces the oil and oil filter as well, in addition to the normal 5,000-mile checks. And since there have been problems with Tundras' propeller shafts failing in the past, this shaft's bolts are checked and retorqued every 15,000 miles. Every 30,000 miles, the cabin and engine air filters are replaced as well and a lot more checks are done, including the differentials. The spark plugs are replaced every 120,000 miles.

4.0-liter V6 naturally-aspirated 1GR-FE gas engine (2007-2009)

4.0-liter V6 naturally-aspirated 1GR-FE gas engine (2010-2013)

4.7-liter V8 naturally-aspirated 2UZ-FE gas engine (2007-2009)

4.6-liter V8 naturally-aspirated 1UR-FE gas engine (2010-2013)

4.6-liter V8 naturally-aspirated 1UR-FE gas engine (2014-2018)

4.6-liter V8 naturally-aspirated 1UR-FE gas engine (2019-2021)

5.7-liter V8 naturally-aspirated 3UR-FE gas engine (2007-2009)

5.7-liter V8 naturally-aspirated 3UR-FE gas engine (2010-2013)

5.7-liter V8 naturally-aspirated 3UR-FE gas engine (2014-2018)

5.7-liter V8 naturally-aspirated 3UR-FE gas engine (2019-2021)

Naturally aspirated 1GR 4.0-liter V6 gas engine (2007-2013)

Naturally aspirated 2UZ-FE 4.7-liter V8 gas engine (2007-2009)

Naturally aspirated 1UR-FE 4.6-liter V8 gas engine (2010-2021)

Naturally aspirated 3UR-FE 5.7-liter V8 gas engine (2007-2021)

Naturally aspirated 1GR-FE 4.0-liter V6 gas engine (2007-2013)

Naturally aspirated 2UZ-FE 4.7-liter V8 gas engine (2007-2009)

Naturally aspirated 1UR-FE 4.6-liter V8 gas engine (2010-2013)

Naturally aspirated 1UR-FE 4.6-liter V8 gas engine (2014-2021)

Naturally aspirated 3UR-FE 5.7-liter V8 gas engine (2007-2013)

Naturally aspirated 3UR-FE 5.7-liter V8 gas engine (2014-2021)

Technical Service Bulletins according to the NHTSA. Check service book for:

In terms of general durability of the Tundra's engines, transmissions, accessories, and electrical equipment, the news is good and it upholds Toyota's reputation for reliability. However, the Tundra's problems lie elsewhere and there are certain years to avoid, as well as certain things to look out for. By far the worst Tundra year is the 2007 launch model, which has a lot of problems with air-injection pumps - a problem that can cost thousands to put right. There were a few knocking engines and - as it turned out later - quite a lot of rust problems. It's best to avoid early Tundras that have been used in the US' salt-belt states - and to avoid the 2007 model altogether. Some of the 2008 Toyota Tundra's common problems include electrical issues like batteries dying and alternators failing, along with continued rust issues when they age. The 2008 models' radios often fail too. Along with rust, many Tundras suffer from paint problems, with the top clearcoat coming off. There are various Tundra recalls as well, with many for fuel-pump problems, but these won't likely cost owners money and will be fixed for free by Toyota if they haven't already been; in fact, most of these have already been attended to under the recall conditions.

Not all problems are significant enough to warrant their own sections in this review and among the problems that are generally accepted to be relatively rare or minor are the following:

It's worth keeping in mind a few common error codes:

There weren't too many serious Toyota Tundra 5.7 engine problems, but 2007 and 2008 Toyota Tundra air pump problems seem to be common and affect mostly the 3UR-FE 5.7-liter V8 engine. Problems pop up again for the 2012 and 2014 Tundras. These can start from new and a faulty air-injection pump or one that gets stuck will likely cause your Tundra to fail its emissions test. These pumps can rarely be fixed and usually have to be replaced at considerable cost. Unfortunately, there wasn't a 2007, 2008, 2012, or 2014 Toyota Tundra air injection pump recall, so Toyota doesn't have to fix any such afflicted model years for free. The P0419 Toyota Tundra error code is one to look out for here - it indicates that the vehicle's PCM has detected a defect in the secondary air injection system. The Toyota Tundra secondary air injection system error code P0418 refers to the air vacuum control solenoid not operating correctly. 2007 and 2008 Toyota Tundra P0415 error codes indicate an air injection solenoid B circuit malfunction. A Toyota Tundra P0171 error code indicates that cylinder bank 1 is receiving a lean mixture, meaning that the fuel-injection system in not operating properly. The P0412 Toyota Tundra code indicates a failed air injection pump.

Mileage: From new up to 100,000 miles on average.

Cost: From $1,000 for a repair to $3,150 for a replacement.

How to spot: Check Engine light, failed emissions test, low idling, loss of power.

Again, the 2007 and 2008 Tundras are the main offenders and this time it involves the top (clear) coat of the paint coming off, quickly making the truck look tacky and run-down and encouraging corrosion and rust to form. These years were obviously poorly painted and should be avoided, because it seems even well-kept examples develop this problem.

Mileage: 60,000-78,000 miles on average.

Cost: $650 for paint repairs/repainting.

How to spot: Paint that fades and flakes, with the clearcoat coming off.

Relating to early models' poor paint quality are the numerous rust issues that afflicted Tundras over the years. Again, 2007 and 2008 Tundras seem worst affected and there was even a 2016 lawsuit in which Toyota agreed to inspect and replace the entire frame for free if severe rust was found. This is more of a problem in rust-belt states where salt is used on the roads and although there was never a recall for the rust problem, there was one for failing rear suspension. In cases where the frame rot becomes particularly bad, the rear leaf springs could break away from the frame completely, compromising the truck's handling, with the leaf spring potentially contacting the gas tank and rupturing it. If you are considering a 2007 or 2008 Tundra, inspect its underbody carefully and walk away if there are any signs of rust. If it's still clean, have it properly rust protected as soon as possible. Also inspect the braking system, in particular the calipers and brake lines, for rust, because the rot affects various under-body components. The rust problem extended to the load bed and this seems to mostly affect 2008, 2010, and 2011 Tundras, so visually inspect the load bed for any signs of rust.

Mileage: Any mileage - and as early as 20,000 miles in rust-belt states.

Cost: $1,500 to replace both rear leaf springs and more than $15,000 to replace the frame, plus the cost of any other rust that must be repaired. Around $450 to repair/replace rusted brake-system components.

How to spot: Visible rust or rot on the chassis frame, leaf springs, brake components, and load bed.

Oil leaks afflict most cars with age, but we mention the problem here because it can be quite expensive to fix and pose a possible fire risk. Mostly the UR (4.6 and 5.7) V8 engines are affected and they are most likely to leak oil from the cam towers. First, there are two of these cam towers, because this is a V8 engine, and second, they are a bother to get to and it requires quite a bit of labor to replace the seals. Unfortunately, Toyota used an RTV-type gasket sealant and not an actual gasket, and as the vehicle ages and this sealant starts to break down, oil starts to leak from the valve covers. They often start leaking at the back first, dripping oil on the hot exhaust manifold and potentially posing a fire risk if the problem is ignored.

Mileage: 50,000-100,000 miles on average.

Cost: From $1,500 for parts and labor.

How to spot: Visible oil leaks on floor, engine wet with oil, puffs of smoke coming from under the hood, burnt-oil smell.

Again, mainly the UR engines are affected and this problem is limited mostly to the 3UR-FE 5.7-liter V8 engine. In the case of a properly maintained engine, the engine itself is rarely the problem, as these engines are not know to burn excessive amounts of oil. Rather, the problem lies with the positive crankcase ventilation (PCV) system that routes crankcase vapors back to the intake manifold. A faulty or stuck PCV valve can cause excessive oil consumption to the tune of a quart per 1,000 miles. You can try to spray WD40 down the tube, but this is not guaranteed to get the valve unstuck and replacing it is not expensive, so this is the best remedy.

Cost: $9 for the PCV valve and about $100 labor.

How to spot: Excessive crankcase pressure may push out the dipstick or cause audible hissing when the fuel cap is removed. Excessive oil consumption and sometimes visible exhaust smoke.

One of the only 2007 Toyota Tundra fuel system problems is that the charcoal cannister in the evaporative emissions system of some Tundras may become contaminated with water, ruining it and requiring a replacement. Some owners have been successful with a home fix and there are several online tutorials explaining the procedures of pressure-testing and drying it out, but these are not guaranteed. The 2007 Toyota Tundra code P0441 error is most commonly associated with this malfunction. If there is a leak in the evaporative emission control system the Toyota Tundra P0455, P0456, or P2442 code will often be present. The P0453 Toyota Tundra error indicates that the EVAP system is not properly purging the fuel vapors and that the fuel-tank pressure may be too high.

Mileage: 21,000-57,000 miles on average.

Cost: Around $650 for the canister and up to $1,100 all-in, with installation.

How to spot: Error codes such as P043E, P043F, P2401, P2402, and P2419, a Check Engine light, failed emissions test, or weak performance.

It's not as if the waterpumps on the UR engines are unreliable, it's just that they perhaps don't last quite as long as people expect a Toyota water pump to last. This is to say, they can start causing problems at around 60,000 miles. However, some have been known to last as long as 150,000 miles. Thankfully, they don't usually fail catastrophically and will announce their imminent demise by starting to leak coolant from the weep hole. Ignoring it may cause excessive coolant loss and overheating.

Mileage: 60,000-100,000 miles on average.

Cost: Between $70 and $150 for the pump and between $250 and $600 for labor.

How to spot: Visible coolant leaks, low coolant, Check Engine light, overheating.

2007, 2008, 2009, 2010, and 2011 Toyota Tundra transmission, torque converter, or shifting problems and issues are rare and the tried-and-tested torque-converter design used will last a long time if you just replace the transmission fluid occasionally. That said, some 2012 Toyota Tundra transmission problems have been noted; a batch of bad transmissions caused some transmission failures, sometimes occurring as early as 9,000 miles. All the faulty transmissions should have been replaced under warranty, but be sure that the transmission shifts smoothly and that there is no clunking, harsh shifts, or slipping. A 2007 Toyota Tundra P0778 error code could be an indication of low or dirty transmission fluid and imminent transmission failure. The Toyota Tundra codes P0894 and P0976 indicate problems with the shift solenoid valves. A relatively rare transmission problem includes a few transfer cases that tended to crack on the 2011 Tundras. While 2013 and 2014 Toyota Tundra transmission problems and issues were once again the exception rather than the rule, there were a few 2015 and 2016 Toyota Tundra transmission and shifting issues or problems, most notably the occasional cracked transfer case for 2015 and a spontaneous and uncommanded switch into four-wheel drive high range that occurred in the odd 2016 Tundra. These were the last years for which significant issues were reported and 2017, 2018, 2019, 2020, and 2021 Toyota Tundra transmission issues or problems are rarely reported with good maintenance.

Mileage: Transmission failure from as soon as 9,000 miles.

How to spot: Harsh shifts, clunking, or slipping indicates bad transmission. Inspect visually for transfer case cracks and/or oil leaks.

2016, 2017, and 2018 Toyota Tundra brake controller problems and issues are quite common. When ordered with the towing package installed, the IBC is supposed to ensure that a braked trailer is instructed to use its brakes but it often fails to do so, leading to difficulty stopping the vehicle when towing. Most of these would have been replaced under warranty. The original Toyota part is almost double the price of good aftermarket alternatives and many owners report being very happy with the performance of the aftermarket Tekonsha P3 brake controller.

Cost: $310 for genuine Toyota part and $165 for aftermarket part.

How to spot: Difficulty stopping with trailer; trailer does not brake.

There seems to be many 2007 and 2008 Toyota Tundra radio volume and stereo system problems; they tended to short circuit, switch off and on by themselves, get their volume stuck on maximum, and don't respond to the volume knob, among other things. While 2015 Toyota Tundra radio and stereo problems are quire rare, some of these problems returned on the 2016 Tundra. Most of the problems started early on and the offending radios were repaired or replaced under warranty. Some owners have reported having theirs fixed for $200. If it cannot be fixed, we recommend shopping for an aftermarket unit, as a new head unit from Toyota is very expensive.

Cost: Some owners had theirs fixed for $200. A new head unit from Toyota costs $2,680.

How to spot: Resets, shuts down, does not respond to volume knob, volume stuck on high.

Toyota Tundra Bluetooth problems are all too common. The main issue is that, when making or receiving phone calls via Bluetooth, you may hear echoes that render the system virtually useless, because it's almost impossible to hear the caller on the other side. Toyota issued a 2017 service bulletin suggesting that it tried to fix the problem, but with little success. It also issued a Toyota Tech Tip for 2016-2019 Tundras outlining a procedure that is little more than a workaround. This entails picking up the phone every time after a call has been initiated - defeating the purpose of making hands-free calls with Bluetooth - to check that the phone volume is set to maximum. Then you have to check that the head unit's volume is below 45. This process has to be repeated every time the phone is unpaired and paired again, every time a phone software update is applied, and every time the phone is paired with a new head unit.

How to spot: Echoes interfering with the conversation during calls taken or made via Bluetooth.

Like various other automakers, Toyota has been using cheaper, environmentally favorable soy-based wiring insulation in many of its models for several years. The problem with this is that rodents are attracted to the wiring and love chewing it and using it as nesting material. It goes without saying that a rodent infestation can ruin the wiring of a Tundra, which can cost thousands of dollars to put right. In fact, this is responsible for a ton of 2007-2018 Toyota Tundra electrical problems, as well as the last three model years, because the same type of wiring was used throughout. Of course, you can treat wiring with rodent repellants, but only the wiring you can get to, so there really is no fix for this problem other than keeping rodents away from your Tundra by controlling the environment where your Tundra is parked. Beware of any faults on a Tundra that suggest damaged wiring and walk away, because you have no ideal how extensive the damage may be.

Cost: $2,700 or more for a new wiring harness.

How to spot: Electrical faults and evidence of rodents' presence, such as droppings and chewed wiring.

Various 2008 Toyota Tundra alternator problems have been reported. The alternators tended to fail, leading to a loss of electrical power and a flat battery. Some other years were affected too, but hardly enough to mention. The only fix is to replace the alternator and it's not a cheap part. This is the most common cause of 2007 or 2008 Toyota Tundra starting or starter problems too.

Mileage: 28,000-85,000 miles on average.

Cost: $800-$1,130 for a new alternator.

How to spot: Loss of electrical power/dead battery.

Due to an air-conditioning evaporator design that tends to trap moisture, moldy-smelling Toyota ventilation systems are nothing new, and because it's by design, there is very little you can do about it. Newer evaporators apparently have an improved design, but this is not a warranty or recall part, so Toyota won't fit a new one for free. A cheap fix is to just buy an air-conditioning disinfectant spray from your local hardware store to kill the bacteria. Spray it into the HVAC system's intake at the base of the windscreen as instructed with the ventilation fan on low and the windows open. We should note that these Toyota Tundra air conditioner or AC problems in no way diminish the cooling capacity of the system - it just smells bad. Virtually no Toyota Tundra heater problems are ever reported though.

Cost: Around $10 for air-conditioning disinfectant spray.

How to spot: Musty, mildewy smell coming from the ventilation vents when the air-conditioning is in use.

The 4.7-liter 2UZ-FE V8 engine was only used in the 2007-2009 Tundras and is a tough and durable engine. However, there are two things to look out for: one is that these engines' exhaust manifolds are prone to crack with age and no amount of CRC cement affects a permanent fix. The ticking sound of the leaking manifolds is irritating but rarely detrimental to the health of the engine. The other problem is not so much a problem as something to take note of. While many Toyota engines use a long-wearing timing chain, the 2UZ-FE uses a timing belt that has to be replaced every 90,000 miles. The water pump is also driven off this timing belt and a waterpump failure can cause the belt to break, causing extensive engine damage. This entire setup is very reliable and the engine will run without a problem for hundreds of thousands of miles as long as you remember to replace the belt every 90,000 miles. Because of the labor involved, replacing the water pump at the same time will save you labor costs and add peace of mind.

Cost: $500 to $670 for exhaust manifolds and $490 to $630 for labor. Up to $400 for complete timing belt and water pump kit and $200 to $400 for labor.

How to spot: Leaking exhaust manifold will cause raw exhaust-gas smell under hood and make a ticking sound.

The 1GR-FE 4.0-liter V6 engine in the base Tundras from the 2007 to 2014 model years is a tough engine with a chain drive and a life expectancy of over 250,000 if properly maintained. However, it has been noted that this engine will occasionally eat a head gasket and this problem seems to be more a function of age than mileage. The gasket most typically fails around piston six. More often than not, though, you'll get many miles of trouble-free service out of the V6. Another irritation is that the 1GR-FE's ignition coils don't last all that long and you'll likely have to replace them at least every 100,000 miles. Many Toyota Tundra ignition, acceleration, and misfire problems on elderly V6s, such as engine hesitancy and power loss, can be ascribed to tired ignition coils, often accompanied by the Toyota Tundra code P0351 or P0357. The Toyota Tundra P0320 error code is one that might crop up, too, indicating that the ECM detects no current at the ignition coil group. The Toyota Tundra code P0300 indicates a misfire and the last digit is often replaced with the number of the cylinder that is misfiring.

Cost: $50-$100 for head gaskets and $800 to $1,200 for labor. $90-$150 for six ignition coils and less than an hour to install them yourself at home.

How to spot: Blown gasket might lead to coolant loss in the absence of an obvious leak, white sweet-smelling smoke/steam from the exhaust, or milky oil. Failing ignition coils might cause a rough idle, stuttering on acceleration, and power loss.

The somewhat random problem of knocking sounds from the engine affects the 2007 Tundra and can start at quite low mileages; however, it cropped up again in later years and a few 2012 Tundra owners complained about the same thing. Though not necessarily a sign of imminent failure, some knocking sounds like piston slap suggest clearance problems and cannot be fixed unless you spend thousands of dollars on repairs or an engine replacement. It's best to just walk away if an engine does not run quietly and exhibits any type of knocking sound. This should be especially noticeable on a cold start, so insist starting the engine from cold if you're doing a test drive. This is one of the most common Toyota Tundra cold start problems.

Mileage: 10,000-70,000 miles on average.

How to spot: Knocking sounds emanating from the engine, especially on a cold start.

Starter failures tend to afflict 2008 Tundras mainly and they rarely hold out beyond 100,000 miles before they expire and you're unable to start the engine. The only fix is replacement.

Mileage: 100,000-110,000 miles on average.

How to spot: Starter fails and won't turn the engine.

There were various 2010 Toyota Tundra ECM problems. On the 5.7-liter V8, the electronic control module (ECM) can fail, causing the engine to stall, even while driving. The ECM must be replaced and varies in cost, depending on whether you opt for an aftermarket unit or the genuine Toyota article. If you consider an aftermarket part, read the reviews first.

Mileage: From 1,800 miles on average.

How to spot: Engine cuts out or stalls, even while driving.

There were various high-profile Tundra recalls over the years, so it's worth checking the NHTSA's website to see which ones affect a used Tundra you're considering. Or just read on, because we list them below. Either way, entering the vehicle's VIN on the NHTSA's website will show you exactly which recalls are applicable to that specific vehicle. Make sure that the recall work has been performed on any Tundra you considering buying used, but rest assured that you can still have the work done for free at a Toyota dealership if it hasn't been done yet.

Here is the complete NHTSA list of 2nd gen 2007-2021 Toyota Tundra recalls:

At launch, there were many 2007 Toyota Tundra problems and defects and the 2008 model year wasn't much better. Most of the problems with air injection pumps, starter failures, alternator problems, rust, and charcoal cannister contamination affect these years. Unless all the issues have been addressed, it's best to avoid these early Tundras, because latent rust defects might be hard to spot without a thorough investigation. Even if your Tundra is rust-free, you'll likely have the clear coat coming off sooner or later. We would skip the initial years with the old dashboard altogether, because these trucks are now old and there are simply too many potential deal-breakers. They also feel and look old now. Unless you'll only be pootling around town, we'd skip the V6 as well, or at least the 236-hp one, as well as the old-school 4.7-liter V8 with its more maintenance-intensive cambelt and water pump; both the 4.0 and 4.7 also still make use of an old-fashioned five-speed automatic transmission as well.

After the initial 2014 facelift, there were still a few problems, so we'd go for a 2015 Tundra or newer, since the problems have reduced substantially by then. The only significant issues affecting the 2015+ models are problems with Bluetooth echoes (unless you have smartphone integration) and some dodgy radio head units, while most of the other big-ticket issues are covered under recall, such as the air injection pump and the power steering problems. So, while these items received a lot of press, they should be fixed for free if they haven't already. Unless you are doing a lot of towing and hauling, the 4.6-liter V8 is the best in the lineup, providing enough power, decent economy, and the benefit of the more modern six-speed automatic transmission. The 5.7-liter V8 is only necessary if you really need all that power. If safety is a priority, look at a 2018 model or newer, with Toyota's suite of driver-assistance features fitted as standard.

The 2nd generation Toyota Tundra provides most of what Toyota owners expect, reliability being the most important. They are mechanically sound and most of the worst problems were addressed either under warranty or recall. However, look out for expensive items that aren't covered, like the air injection pump and the frame rust. If you examine this review carefully and tread between the obvious pitfalls, you can land yourself a great used truck that will likely keep going for hundreds of thousands of miles, even if it's not the most cutting-edge piece of kit.