The Manufacturer’s Suggested Retail Price (MSRP) of a 2013 Toyota Tundra starts at slightly over $26,000 and rises to about $50,000 for a CrewMax model in Platinum trim with all the options.
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Is the 2013 Toyota Tundra a reliable pickup?
The 2013 Toyota Tundra is one of the greatest full-size pickup trucks because to its strong engine performance, excellent safety ratings, and outstanding reliability rating. However, compared to many of its competitors, it has a firmer ride and a less appealing interior.
Key Points
- Although two Toyota Tundra owners exceeded the million-mile barrier, most drivers should anticipate that their Tundra will achieve its maximum mileage of roughly 300,000.
- Typical issues with high mileage Ball-joint failure and exhaust manifold leakage are Tundra problems.
- For the Toyota truck, repairs are inexpensive.
What is a Toyota Tundra’s typical cost?
The twin-turbo 3.5-liter V6 SR Double Cab is the entry-level 2022 Toyota Tundra, and it costs $35,950. The starting price for the new Tundra SR 4X4 is $38,950. The 2019 Tundra Limited starts at $46,850, while Tundra SR5 versions start at $40,755. To again pay for the appropriate 4X4 variants, add $3,000.
How dependable is the 2014 Toyota Tundra?
Is the 2014 Toyota Tundra Reliable? The 2014 Toyota Tundra received a three out of five, or about average, reliability rating from J.D. Power.
Is the Toyota 4.6 v8 engine a reliable one?
The 2017 Toyota Tundra is a pickup truck that we’ve always considered to be reliable, sturdy enough to do hefty tasks in the real world. Particularly the 5.7-liter V-8 has always stood out as a hot-rod power plant with cutting-edge technology.
However, the pickup truck market has evolved in the past year, and mileage has grown in importance as a selling point. Ford and GM now offer full-size pickup trucks that can achieve 21 mpg on the highway, but you must select a highly specialized 4×2 package to do so. The new highway criteria for a 1/2-ton vehicle is 19 or 20 mpg, and up until today, Toyota didn’t have a pickup that could compete in that range.
Enter the 4.6-liter V-8 engine, the newest Tundra powerplant. It produces greater power and torque than the previous 4.7 V-8 engine, and a six-speed transmission is mated to it to assist the 2010 Toyota Tundra achieve significantly improved fuel economy. The 4.6 V-8 is undoubtedly not a 5.7 in terms of performance, but nothing is, and it is undoubtedly a lot more sophisticated engine than the more traditional 4.7 V-8. Toyota claims that the 4.6 will offer the highest performance and fuel efficiency of any regular V-8 in the full-size pickup class.
What is their method? The new V-8 is simply a slightly destroked version of the 4.7 V-8 with all the improvements included when the optional 5.7L was created.
Dual variable valve timing is included in this (VVT-i). Timing and overlap of the intake and exhaust valves are managed by dual VVT-i. Variable Valve Timing (VVT) was first implemented in the older 4.7 V-8 engine and was limited to advancing or delaying the timing of the intake valves. Due to the ability to manage both the intake and exhaust valves, dual VVT-i results in a changeable cam profile that is more elastic. That is significant.
The geometry of the cam lobes on the camshaft determines the cam profile of a typical engine, which forces the choice between high-end torque and low-end power within a specific rpm range. The longer the intake valves can remain open, the more top end power the engine can produce since at high rpm, an engine needs more air. However, if the cam keeps the valves open for a longer period of time, as with a racing cam, issues begin to arise at low rpm, limiting torque and idling ability, and increasing the likelihood that unburned fuel may leave the engine while both the intake and exhaust valves are still open. As a result, emissions are raised and engine performance is decreased.
In order to ensure that the timing is optimal at low rpm (for increased torque) and high rpm, Dual VVT-I controls both the intake and exhaust valves (for more horsepower). The catalytic converter may be heated more quickly, which improves operating efficiency and emissions since less unburned fuel is leaving the combustion chamber. Dual VVT-I should enable the 4.6 to outperform the 4.7 in terms of power at higher revs while producing the same amount of torque with a smaller displacement and less wasted fuel. That is precisely what it does.
Compression on the 4.6 can be somewhat enhanced thanks to improved electronic controls, which is another component at play. The new 4.6 uses a higher compression ratio than the original 4.7 (10.2:1 as opposed to 10:1), just like the 5.7. More compression results in each stroke having more power.
The water-cooled exhaust gas recirculation (EGR) system used by the new 4.6 V-8 lowers combustion chamber peak temperatures. The combustion process is never over-cooled in the new 4.6 because a computer controls the time and volume of cooling the exhaust gas receives before it is regenerated through the combustion chamber. Although it’s well known that the procedure boosts overall efficiency, which translates to higher mileage, cooled EGR generally benefits emissions.
The new engine uses 32-valve aluminum heads and, like the present 4.7, has a cast-iron block. (The 5.7 block is made of aluminum to decrease weight, adding to the cost.)
Even the 4.0 V-6 engine in the 2010 Toyota Tundra has the same bore, measuring 3.70 inches. In order to take advantage of the manufacturing and servicing advantages of a standardized piston, Toyota increases the displacement of the truck engine line by boosting stroke. With the exception of the 4.6, all other V-8 engines have the same bore, but a shorter stroke. Shorter strokes allow for greater revs, which increases peak horsepower.
Having more power is great, but the Holy Grail is having more power while getting better mileage. It has a lot to do with gearing. You can obtain greater mileage without compromising performance if you can generate enough power to drive larger gears. The slightly taller axle ratio and the somewhat taller Overdrive gear in the six-speed transmission are responsible for the 4.6’s taller gearing. The “new” six-speed is effectively the same five-speed unit as the 4.7, with the addition of a sixth gear with an overdrive ratio of 0.586:1. The other ratios are identical in every way. One can create a far more effective final “cruising ratio” simply by adding the tall sixth gear. Previously, the five-speed allowed for a cruising ratio of 2.94:1 overall (multiplying the axle ratio of 4.10 x 0.716 Fifth gear). We achieve a cruising ratio of 2.29:1 thanks to the six-larger speed’s sixth gear at 0.586 and the capacity to pull a taller 3.901:1 rear end ratio. End result Highway mileage increases to 20 mpg from just 16 mpg for the 4×4 and 17 mpg for the 4×2 4.7 Tundra. That represents a four mpg, or nearly 20 percent, gain. Performance is roughly the same, while the maximum towing capacity (for two-wheel drive vehicles) has increased from 8,500 pounds to 9,000 pounds.
We spent a day track testing a 2010 Toyota Tundra, measuring acceleration both loaded and unloaded, with some highway driving thrown in, to get a feeling of how it feels. The goal was to put a number on how much acceleration had been sacrificed in the name of increased fuel efficiency.
Even though the 4×4 we tested was a pre-production model rather than a finished one, its drivability was probably pretty reflective of the finished vehicle. We discovered that the 4.6 would let the truck to reach 60 mph in less than 9 seconds, with the quickest run coming in at 8.92 seconds, even when the new Tundra was hauling 25 40-pound bags of salt. The Automatic Limited Slip (ALSD) is a standard feature on the 2010 Toyota Tundra and permits some wheelspin prior to locking the differential. The drag strip at Irwindale Raceway is a sticky surface, so we were better off without any traction control since it’s intended for usage on sand or dirt. By repeatedly holding down the traction control icon on the middle stack for three seconds, we were able to turn everything off and get our quickest times. Before the truck started accelerating, there was a brief pause with the traction control engaged and a quick chirp. The truck simply drives out when the ALSD is turned off. The engine starts to pull like a train at around 3,400 rpm and keeps going until the 5,600 rpm shift point. The transmission allows for manual shifting, which we tried in a few runs, but we kept running into the rev limiter and ultimately drove far slower.
Our best 0-60 time allowed the truck to go 407 feet in 7.91 seconds during our fastest empty runs, which were just under eight seconds long. The difference between that and a hot-rod 5.7 V-8 Tundra, whose reported 0-60 times have been in the 7.20 to 7.15 range, is not all that great. We estimate that to be approximately a truck length in a 1/8-mile race, but the responsiveness of the Tundra with the smaller engine would be more crucial. The truck slides out more easily at part throttle when it is empty, and when it is loaded, it still seems like there is midrange power left to burn. With the exception of slightly higher shift points when under load, the difference between loaded and unloaded acceleration at full speed is generally not that evident. The test unit handled the first 1,000 pounds with easily, and we believe that even at its maximum load of 1,255 pounds, as stated on the door sticker, it would still feel stable and have some remaining passing power.
The new Tundra excels on the highway, traveling effortlessly and reaching 73 mph at roughly 2,000 rpm. Moreover, it is exceptionally silent. Although preliminary Toyota spec sheets do not specify any changes to the 2010 Tundra’s noise or vibration insulation, the truck appears to be significantly quieter to our ears.
Off-highway testing was not attempted, however there are certain 2010 alterations that could have an effect. To increase departure angle, the seven-pin towing hitch connector has been moved above the hitch so that it won’t be ground off when the truck pulls the hitch when coming out of a deep ditch. Additionally, we believe that the new traction control system’s switchability may make it simpler to use in mud or sand. The somewhat higher crawl ratio, however, may have an impact on four-wheeling ability due to the taller overdrive and rear axle ratio. We anticipate that the 3.91:1 rear end and 2.62:1 low range gear will provide plenty of crawling power and downhill control, but we’ll be looking much more closely at that during testing for Pickup Truck of the Year.
What is the Toyota Tundra’s most typical issue?
Full-size pickup trucks like the Toyota Tundra have been manufactured since 1999.
While older models had a V8 engine, the most recent model has a potent turbocharged V6 and a hybrid drivetrain.
The Tundra’s excellent performance on and off-road is complemented by a cozy and clutter-free interior.
The Tundra has many excellent qualities, but it also has certain drawbacks. Below, we go over the most typical Toyota Tundra problems.
Which year has the fewest issues for Tundra?
Toyota is a respectable company that has produced several dependable vehicles. When the Tundra was first introduced, it appeared to be a pickup truck with features that only Toyota could manufacture. Despite making waves in the industry, it wasn’t without its mistakes, some of which you should be aware of.
You should think about which Toyota Tundra years to avoid if you’re looking for a used Tundra. To give you a better understanding of what you’re getting into, we’ll look at the Tundra over the years below.
Toyota Tundra Years to Avoid
The Tundra is not flawless, despite being a highly coveted truck with numerous favorable evaluations. We’ll explain why you should avoid a few particular years.
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The 2007 Toyota Tundra
Consumer reviews from 2007 revealed that the engine was the main problem, with some people claiming a complete failure. The two concerns most frequently reported in the 537 total complaints in this customer study were air injection pump failure and knocking pistons.
Additionally, the National Highway Traffic Safety Administration received reports of problems with the speed control, engine cooling, and accelerator pedals. Although these are risky problems, they are minor compared to those with other brands.
The 2012 Toyota Tundra
2012 was the Tundra’s worst year to date. Consumer complaints about the electrical, transmission, and engine have been prevalent only this year. The air induction pump, which has a significant repair cost, was the most common problem cited. On average, problems were discovered after 74,000 miles, costing more than $3,000 to fix.
Transmission failure emerged from this year as another significant problem. The transmission is like the beating heart of a car, and when it fails, a host of serious problems follow. In the case of the Tundra, transmission problems first surfaced at about 9,700 miles, which is incredibly low for a vehicle with a reputation as reliable as a Toyota. The average cost to replace a transmission is $5,000.
The Best Toyota Tundra Years
A few Toyota Tundra years should be avoided, but there are many more to watch out for. If you’re looking for a used car, look at the following years to find the most dependable Tundra available.
The 2013 Toyota Tundra
Following all of the significant problems in 2012, the 2013 Tundra debuted with a bang. This particular Toyota Tundra model was highly praised and outperformed all others. Additionally, it earned the title of finest full-size truck of the year and ranked second among the best used full-sized vehicles.
The improvements made by Toyota were a big factor in the 2013 Tundras’ success. They improved the interior and exterior trim options and even installed a GPS system.
The 2015 Toyota Tundra
The Tundra underwent a slight improvement in 2015, particularly inside. The business also produced the TD Pro as a surprise for drivers who enjoy off-roading. The 5.8L engine, which has a 381 horsepower rating and a towing capacity of up to 10,500 pounds, was originally released in this year.
Highway gas mileage was 19 MPG, and starting prices were as low as $16,000. Nothing compares to the Tundra to other full-size trucks on the market, which is why it’s still going strong.
You’re looking to buy a used car, then. We have already prepared a list of crucial inquiries to make while purchasing a secondhand car.
The 2018 Toyota Tundra
One of the first full-sized trucks to receive a flawless score from Consumer Reports was the 2018 Toyota Tundra. In addition to having a sleek outside, it is also sturdy enough on the interior to tow and pull.
If you can find a 2018 Toyota Tundra with low miles, you’ve struck gold. If not, your truck may still serve you well for a few more years because it is dependable and sturdy.
Common Toyota Tundra Issues
The Tundra has had a few complaints throughout the years when using RepairPal. Despite the fact that nothing significant has occurred, owners frequently cite the following problems:
- Ticking noises have been associated with problems with the exhaust manifold in numerous Tundra models and are often heard after the exhaust manifold fails. Additionally, reports said that a cold engine made this more obvious.
- Recall on lower ball joints: Toyota issued a recall for 533,000 trucks and SUVs due to broken lower ball joints. Evidently, the ball joints were prone to premature wear, which led to suspension troubles and steering concerns.
- Failure of the air injection pump in the engine of the Tundra, which affects 11 model years of the truck, has been the subject of numerous complaints. The air injection pump or the emission control valve replacement is one of the frequent solutions.
- Brake problems – Angry owners complained that their truck would tremble or tremble when they pressed the brake pedal. Rotating the rotors was one solution for this problem, but if you don’t know what you’re doing, you’re better off having your truck serviced.
- Transmission breakdowns are among the most frequent mechanical issues, and the Tundra was not exempt. You can be on the line for thousands of dollars in parts and labor to fix a broken transmission system.
The most prevalent problem, which finally needed to be corrected or replaced, was the noise coming from the exhaust manifold that had failed. Given the amount of Tundras sold each and every year, 261 people who had this problem did not represent a substantial number of reports. Only 206 people reported the recalled ball joint, which was an item.
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Toyota Tundra Years to Avoid: The Takeaway
The Toyota Tundra is a consistently dependable and tough automobile. The minimal number of documented incidents is one factor in its greatness. Even then, the recall only lasted a little more than a year. The Tundra then returned with a boom and appeared to have all of its problems resolved.
You should know what to look for if you want to buy a used Tundra, though. Making sure you select a year without a significant recall is one of the things to keep in mind. You’re not the only one who doesn’t want to deal with dealerships. We don’t work with dealerships either here at CoPilot. Instead, we compile a list of the top Tundras in your region and give it to you so you may make a choice.
Send us a message; we’d be happy to assist you in getting a look at the best Tundra years in the area. If you’re in the market for one, keep a look out for the best Tundra years available. The Tundra has won awards for a reason.
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