[ARCHIVED THREAD] - Toyota Recalls Certain Toyota Tundra and Lexus GX and LX Vehicles - V35A Redux (Page 2 of 3)
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Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. My '19 Sierra averaged right at 14mpg. My '19 Tacoma averaged right at 14mpg. The advertised numbers and reality rarely match. People just need to stop believing the bullshit advertised MPG. |
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Quoted: Not sure if this would actually prevent this issue but you will never convince me a brand new engine doesn't need an oil/filter change pretty much right away with another a few k miles later before you go to a 5k interval. Buying a brand new vehicle and going 10k before the first oil change seems like madness to me. I changed mine at 800 and then 1000mils until I hit 3k. Then change every 4-5k miles. With vehicles costing $40-50k it's crazy not to. |
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Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. |
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Quoted: Not sure if this would actually prevent this issue but you will never convince me a brand new engine doesn't need an oil/filter change pretty much right away with another a few k miles later before you go to a 5k interval. Buying a brand new vehicle and going 10k before the first oil change seems like madness to me. Won't help if there is debris left from manufacturing, passages are super tiny now. |
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Quoted: I recently bought a Gen 2 Sequoia 4x4 specifically because they're more reliable with 200k+ miles than most brand new vehicles and that's a damn shame. It replaced a 2019 GMC Sierra AT4 that lost its 6.2L V8 at 60k miles from lifter failure, an issue GM knows full well is a problem but they refuse to issue a recall. They've done limited recalls on newer model trucks but ignore the hundreds of thousands of their prior fuck ups. If GM would build trucks on the old 5.3 I would buy one. EPA has fucked GM. |
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Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Quoted: Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. In like vehicles - I do much better in the LC250 than the FJC, 120 or 150 GX, along the same routes with same usage. It's a Hybrid tho. Still the non-hybrid '25 4R is rated at 21mpg, the '20 4R 17mpg, the GX460 16mpg. Taco is closer across the board but all regular, not premium. Range is impacted by reduction in tank sizes, despite gains in FE. I've also found a noticeable improvement in drivability from earlier low end torque. Even where there isn't outright more as there is in NA V6 to T24A comparisons. I don't have a ton of time in Tacos, but the 2GR-FKS that was abundantly bitched about (righteously early), is now a hero? '24 non-hybrid does almost 20% more torque, 317 @ 1700 v 265 @ 4600. Without all the efficiency games the Atkinson and transmission shenanigans pulled to keep the V6 on that little island of efficiency. Which greatly shitzed up drivability. The T24A has had none of the trouble V35A has. Which isn't surprising seeing the decade old 8AR and 8NR I4 turbos didn't either. Much was improved from those tho. As we've discussed the various GRs and URs had a lot more issues than the T24A by this point in their existence. Given the reasonable pool of mostly livery Highlanders cresting the 100k mark without issues, I'm not seeing a reason to be concerned or find previous preferable. I get many don't like it, but objectively much of what's said, including your last, needs some review. |
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Quoted: My 5.7 Sequoia averages just over 14mpg. My '19 Sierra averaged right at 14mpg. My '19 Tacoma averaged right at 14mpg. The advertised numbers and reality rarely match. People just need to stop believing the bullshit advertised MPG. Quoted: Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. My '19 Sierra averaged right at 14mpg. My '19 Tacoma averaged right at 14mpg. The advertised numbers and reality rarely match. People just need to stop believing the bullshit advertised MPG. But you're dead on with everyone's driving unique. I've done better than official over long periods, and now that the GX is almost entirely urban, zero highway and heavy traffic, much, much worse than when it had a short drive to the highway and parking lot nearly at the end of the off ramp. |
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Quoted: Machining debris. Sure. We said the same thing. I bet it's the bearings, the material they're made of and the clearances involved, just like us. Quoted: Quoted: https://www.ar15.com/media/mediaFiles/14291/IMG_0235_jpeg-3655275.JPG https://pressroom.toyota.com/toyota-recalls-certain-toyota-tundra-and-lexus-gx-and-lx-vehicles/ Shocked - SHOCKED this hasn't had a thread. Or did search fail again? Machining debris. Sure. We said the same thing. I bet it's the bearings, the material they're made of and the clearances involved, just like us. There's photos of fresh short blocks from the recall bracket, pulled from inventory where swarf and burrs can be clearly seen. Which is problematic if now the indication is casting debris (sand) from Bodine (yea I know it'll always be Bodine  ) Two issues? Hell, but that might explain continuing defects if the second was ascribed to the first in process review. It's odd only 1 and 3 MB (mostly 1) are impacted if it's bearing material or clearance. I've seen nothing that convinces me it's either. Do you have anything beyond speculation? |
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Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Quoted: Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. The 2nd gen Taco A750 automatic transmission was one of the best they made [just replace the fluid occasionally and it'll last one hell of a long time] for a lighter 4wd vehicle. Certainly far better then the one that replaced it. [Toyota F'ed pooch on that POS due to their programming and ratios due to trying to eke out another tenth or two of mileage.] The 3.5 just never had the power to run the higher ratios at the RPMs programmed into the shift programming. On paper the 3.5 out powers the 4.0 [NOT the duel VVT-i the FJ had though] but in real life, it's an absolute wash and the 4.0 is far more forgiving on fuel quality. |
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Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. So was the 4.7, which didn’t get too horrible mpg until the switch to ethanol. I lost a solid 2mpg at least in my ‘03 4R. People were at the dealership service department complaining. I treated that vehicle like a whore the last few years I owned it, never a problem with the engine, though I did blow a power steering pump, fluid everywhere. Still drove 60mi home, not fun. |
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Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Our '24 land Cruiser gets fully 50% better mileage than my 200 Series, is quicker, had a lower original MSRP. It does take premium, and has a tiny tank (sacrificing range). With the same size tank it would destroy my 200 Series on range. |
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Quoted: Wrong on most counts. Our '24 land Cruiser gets fully 50% better mileage than my 200 Series, is quicker, had a lower original MSRP. It does take premium, and has a tiny tank (sacrificing range). With the same size tank it would destroy my 200 Series on range. Quoted: Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Our '24 land Cruiser gets fully 50% better mileage than my 200 Series, is quicker, had a lower original MSRP. It does take premium, and has a tiny tank (sacrificing range). With the same size tank it would destroy my 200 Series on range. The new Land Cruiser is an entirely different size vehicle than the 200 series. It went from being a full size V8 to a mid size 4 cylinder, so I’d hope it would get better gas mileage. I don’t know where you’re getting “quicker” but the two we drove were noticeably underpowered. A quick google search of tests shows a 0-60 of 8.1 to 8.3 seconds compared to 6.7 to 6.8 second for the V8 200 series. The 200 also tows over 2,000 more lbs. It’s like comparing a Traverse to a Tahoe. |
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Quoted: Oh FFS Quoted: Quoted: The new Land Cruiser is an entirely different size vehicle than the 200 series. It went from being a full size V8 to a mid size 4 cylinder, Attached File |
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Quoted: The new Land Cruiser is an entirely different size vehicle than the 200 series. It went from being a full size V8 to a mid size 4 cylinder, so I'd hope it would get better gas mileage. I don't know where you're getting "quicker" but the two we drove were noticeably underpowered. A quick google search of tests shows a 0-60 of 8.1 to 8.3 seconds compared to 6.7 to 6.8 second for the V8 200 series. The 200 also tows over 2,000 more lbs. It's like comparing a Traverse to a Tahoe. Quoted: Quoted: Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Our '24 land Cruiser gets fully 50% better mileage than my 200 Series, is quicker, had a lower original MSRP. It does take premium, and has a tiny tank (sacrificing range). With the same size tank it would destroy my 200 Series on range. The new Land Cruiser is an entirely different size vehicle than the 200 series. It went from being a full size V8 to a mid size 4 cylinder, so I'd hope it would get better gas mileage. I don't know where you're getting "quicker" but the two we drove were noticeably underpowered. A quick google search of tests shows a 0-60 of 8.1 to 8.3 seconds compared to 6.7 to 6.8 second for the V8 200 series. The 200 also tows over 2,000 more lbs. It's like comparing a Traverse to a Tahoe. But even among like tier vehicles and generational comparisons of other nameplate - let's say LDLC/Prado platform and 4R, qcka is mistaken Attached File |
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Quoted: Quoted: Quoted: The new Land Cruiser is an entirely different size vehicle than the 200 series. It went from being a full size V8 to a mid size 4 cylinder, https://www.ar15.com/media/mediaFiles/34777/IMG_0911_jpeg-3657168.JPG Attached File 2850 mm WB the new J250 is on - has been the standard Station Wagon WB since the J80. |
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It’s definitely disappointing. What’s interesting about all this is if Toyota did nothing, it would’ve all just been no big deal like all of the other failures and recalls the other manufacturers deal with constantly. I can’t tell you how many times I’ve seen AFM vehicles blown up. I personally know of somewhere between 10-15 people that have dealt with it. But somehow that’s different I guess. Toyota stood up and did something or at least said something, and now there’s a perception issue because of it. I have one of the recall 23 tundras. Honestly, I wouldn’t be sad if it never gets replaced. I don’t think it’s needed. I think the ones that failed, failed early and that was that. There’s a pile of them in the world around here now. Supposedly one broke locally. Still love driving this thing. That said, I need to go drive one of the new ram half tons with hurricane. Cause I’ll be honest as much as I like this tundra, I like my hurricane h.o. ZF8 transmission in the Wagoneer more. |
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Quoted: @LittlePony There's photos of fresh short blocks from the recall bracket, pulled from inventory where swarf and burrs can be clearly seen. Which is problematic if now the indication is casting debris (sand) from Bodine (yea I know it'll always be Bodine ) Two issues? Hell, but that might explain continuing defects if the second was ascribed to the first in process review. It's odd only 1 and 3 MB (mostly 1) are impacted if it's bearing material or clearance. I've seen nothing that convinces me it's either. Do you have anything beyond speculation? Experience is what I have in this case by way 9f Hyundai group. Cases like this It's proven to me that it is a scapegoat for of a larger nuanced concern. It's the entire process I doubt. How does Toyota, a company known for unquestionable quality control, Known for making the third most important automobile in history, the LS400. Get to this point with machining? How has GM who has built more V8 engines than anyone else in the world, Tens upon tens upon tens of millions. Forget how to make one not explode? A lot of the old-timers are in a state of atrophy, especially the Japanese. There is a lot more going on than Toyota is saying and it's outright easy to read in between the lines of their official statements. At this point in the auto industry anymore, as well as many other Industries, I doubt the current breeds ability to do anything when it comes to design, engineering and manufacturing. The highs of the industrial revolution are officially over, We are now in a state of plateau, or recession. The only thing that currently looks up to me is the space industry and computer hardware. @Alacrity |
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Quoted: Experience is what I have in this case by way 9f Hyundai group. Cases like this It's proven to me that it is a scapegoat for of a larger nuanced concern. It's the entire process I doubt. How does Toyota, a company known for unquestionable quality control, Known for making the third most important automobile in history, the LS400. Get to this point with machining? How has GM who has built more V8 engines than anyone else in the world, Tens upon tens upon tens of millions. Forget how to make one not explode? A lot of the old-timers are in a state of atrophy, especially the Japanese. There is a lot more going on than Toyota is saying and it's outright easy to read in between the lines of their official statements. At this point in the auto industry anymore, as well as many other Industries, I doubt the current breeds ability to do anything when it comes to design, engineering and manufacturing. The highs of the industrial revolution are officially over, We are now in a state of plateau, or recession. Ok The only thing that currently looks up to me is the space industry and computer hardware. @Alacrity But I also have different perspectives - that's not informed by daily frustrations. I'll note core team and extended engineering personnel - roughly 4k all staffon the F1 program drivetrain and about a billion on the 1UZ of the multiple billons spent bring the first LS and Lexus to market was an inordinate effort. Eiji was fresh off his reunification of TMC and TMS (as Akio is attempting with TIC). The Japanese bubble produced reservoirs of capital and unfettered exuberance - bordering on arrogance - that primed these projects. UZ, JZ, HZ, RB/R32 Godzilla at Nissan. So it was a unique period with uniquely high quality results. Still that is a relative judgment of systems of the time. Fast forward two decades. Akio Toyoda sat facing Congress. Ichiro Suzuki, program chief, Takahashi, overall product director and, odd now a program detractor initially, Eiji Toyoda, many senior execs and engineers were gone. But a good part of the senior engineering structure remained those two decades. Still Akio was apologizing to America. Toyota had suffered oil gelling reports, a wide swath of systems (engines, transmissions, electronics) suffered serious defects. Many Lexus had significant recalls. 4GR in Lexus applications required piston replacement revision package and a 9 year unlimited supplemental warranty. AZ,ZZ, GR, A660, even the Flagship Land Cruiser had issue with A750 in 2000 and the first front diffs were poorly thought out (2 pinion weak). Prior the 3VZ was a head gasket train wreck and the oil gelling settlement further undermined confidence. But the DOJ investigation of the deaths of the Saylor family and the subsequent conduct landed Akio in that chair as the new face of his namesake company - all during the period where those teams continued - and Suzuki remained as a gikan until the early 2000s. So I don't buy in it's worse, nor do I find the objective indicators all that troubling. There's ebbs and flows, but I can't imagine Akio, looking around now, and wishing he was back in that seat. Perspective and context are always necessary. Don't leave your mind under the hood solely or too long. Good things are happening. Once someone has material analysis or physical dimension indications I'll weight in. Until, well I've experienced too much to be pulled into idle @LittlePony |
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Quoted: So I don't buy in it's worse, nor do I find the objective indicators all that troubling. There's ebbs and flows, but I can't imagine Akio, looking around now, and wishing he was back in that seat. Perspective and context are always necessary. Don't leave your mind under the hood solely or too long. Good things are happening. Once someone has material analysis or physical dimension indications I'll weight in. Until, well I've experienced too much to be pulled into idle The recall IMO is being used to hide anything and everything. I can't say I blame them and in the end they slapped a new engine in mine due to the 2 failed turbos so making every effort to make it right but I think it's very telling that no one gets any warranty extension after the engine replacement. Again, strictly opinion on but I think a 3-year/50k mile warranty extension would show confidence that you've properly repaired the issue. ETA: To your point however now that I think about it looking back at previous Toyota debacles like the sludging in the 90's/00's and the head gasket issues in the 90's or the comically bad 22r-te turbos of the 80's those would've been just as large of a public black eye had social media been around back then. |
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Quoted: He may well be onto something. The turbo's obviously have issues as they are swapping more engines for those than actual main bearing issues in my area including my own Tundra which had turbo failure 2 separate times as posted in another thread. The bulk of other users I talk with who had engine failures didn't have spun bearings or seized engines. They got the reduced power, visit dealer messages and bad turbos diagnosed but the work was done under the recall. The recall IMO is being used to hide anything and everything. I can't say I blame them and in the end they slapped a new engine in mine due to the 2 failed turbos so making every effort to make it right but I think it's very telling that no one gets any warranty extension after the engine replacement. Again, strictly opinion on but I think a 3-year/50k mile warranty extension would show confidence that you've properly repaired the issue. ETA: To your point however now that I think about it looking back at previous Toyota debacles like the sludging in the 90's/00's and the head gasket issues in the 90's or the comically bad 22r-te turbos of the 80's those would've been just as large of a public black eye had social media been around back then. In other news various hybrid systems are doing 300k regularly w/o issue and overall most of the reductions we see in objective quality measures are not core drivetrain issues. So tho the narrative progresses, but with tenuous objective basis There's a number in the past - the 7M-GE head gasket composition change without a torque spec revision and the KD piston cracking due to emission changes. It gets sorted. 22R-TE was poorly conceived and marginally executed so the outcome wasn't surprising |
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Initial Recall Docs are up Attached File Attached File Attached File |
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Quoted: I don't ascribe general issues to specifics but I understand the sentiment and concern. But I also have different perspectives - that's not informed by daily frustrations. I'll note core team and extended engineering personnel - roughly 4k all staffon the F1 program drivetrain and about a billion on the 1UZ of the multiple billons spent bring the first LS and Lexus to market was an inordinate effort. Eiji was fresh off his reunification of TMC and TMS (as Akio is attempting with TIC). The Japanese bubble produced reservoirs of capital and unfettered exuberance - bordering on arrogance - that primed these projects. UZ, JZ, HZ, RB/R32 Godzilla at Nissan. So it was a unique period with uniquely high quality results. Still that is a relative judgment of systems of the time. Fast forward two decades. Akio Toyoda sat facing Congress. Ichiro Suzuki, program chief, Takahashi, overall product director and, odd now a program detractor initially, Eiji Toyoda, many senior execs and engineers were gone. But a good part of the senior engineering structure remained those two decades. Still Akio was apologizing to America. Toyota had suffered oil gelling reports, a wide swath of systems (engines, transmissions, electronics) suffered serious defects. Many Lexus had significant recalls. 4GR in Lexus applications required piston replacement revision package and a 9 year unlimited supplemental warranty. AZ,ZZ, GR, A660, even the Flagship Land Cruiser had issue with A750 in 2000 and the first front diffs were poorly thought out (2 pinion weak). Prior the 3VZ was a head gasket train wreck and the oil gelling settlement further undermined confidence. But the DOJ investigation of the deaths of the Saylor family and the subsequent conduct landed Akio in that chair as the new face of his namesake company - all during the period where those teams continued - and Suzuki remained as a gikan until the early 2000s. So I don't buy in it's worse, nor do I find the objective indicators all that troubling. There's ebbs and flows, but I can't imagine Akio, looking around now, and wishing he was back in that seat. Perspective and context are always necessary. Don't leave your mind under the hood solely or too long. Good things are happening. Once someone has material analysis or physical dimension indications I'll weight in. Until, well I've experienced too much to be pulled into idle @LittlePony I can only hope things improve, for the industry as a whole I hope. Yet it is hard for me to not be so bleak, Being a technician means I only see the failures, which definitely does not help me have a broader perspective true. |
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Quoted: I can only hope things improve, for the industry as a whole I hope. Yet it is hard for me to not be so bleak, Being a technician means I only see the failures, which definitely does not help me have a broader perspective true. Quoted: Quoted: I don't ascribe general issues to specifics but I understand the sentiment and concern. But I also have different perspectives - that's not informed by daily frustrations. I'll note core team and extended engineering personnel - roughly 4k all staffon the F1 program drivetrain and about a billion on the 1UZ of the multiple billons spent bring the first LS and Lexus to market was an inordinate effort. Eiji was fresh off his reunification of TMC and TMS (as Akio is attempting with TIC). The Japanese bubble produced reservoirs of capital and unfettered exuberance - bordering on arrogance - that primed these projects. UZ, JZ, HZ, RB/R32 Godzilla at Nissan. So it was a unique period with uniquely high quality results. Still that is a relative judgment of systems of the time. Fast forward two decades. Akio Toyoda sat facing Congress. Ichiro Suzuki, program chief, Takahashi, overall product director and, odd now a program detractor initially, Eiji Toyoda, many senior execs and engineers were gone. But a good part of the senior engineering structure remained those two decades. Still Akio was apologizing to America. Toyota had suffered oil gelling reports, a wide swath of systems (engines, transmissions, electronics) suffered serious defects. Many Lexus had significant recalls. 4GR in Lexus applications required piston replacement revision package and a 9 year unlimited supplemental warranty. AZ,ZZ, GR, A660, even the Flagship Land Cruiser had issue with A750 in 2000 and the first front diffs were poorly thought out (2 pinion weak). Prior the 3VZ was a head gasket train wreck and the oil gelling settlement further undermined confidence. But the DOJ investigation of the deaths of the Saylor family and the subsequent conduct landed Akio in that chair as the new face of his namesake company - all during the period where those teams continued - and Suzuki remained as a gikan until the early 2000s. So I don't buy in it's worse, nor do I find the objective indicators all that troubling. There's ebbs and flows, but I can't imagine Akio, looking around now, and wishing he was back in that seat. Perspective and context are always necessary. Don't leave your mind under the hood solely or too long. Good things are happening. Once someone has material analysis or physical dimension indications I'll weight in. Until, well I've experienced too much to be pulled into idle @LittlePony I can only hope things improve, for the industry as a whole I hope. Yet it is hard for me to not be so bleak, Being a technician means I only see the failures, which definitely does not help me have a broader perspective true. Stay on the positive track man. A Toyota tech once told me he drove a Chevy because every Toyota that came in was broke as fuck  But it's the worst when so are the owners. From your stories, try not to forget that. |
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Quoted: So based on an anonymous poster on a toyota forum, who claims to work for toyota, the debris is casting sand. I will say the dude correctly called the turbo waste gate recall before it happened, called the last debris recall before it happened, and pointed out at that time they were only recalling like 1/3rd of the effected trucks so he called this expansion of the recall as well. The guy claims the engines used to go into an industrial washing machine to get the casting sand out and someone came up with a cost/time savings concept of eliminating the industrial washer and just posting two workers with pressure washers. This has not worked out. I wonder when they get their next raise..... |
 BIG DESIGN FLAW? Toyota 3.4L V35A Twin Turbo V6 Premature Engine Failure & Comprehensive Teardown! |
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Quoted: Not sure if this would actually prevent this issue but you will never convince me a brand new engine doesn't need an oil/filter change pretty much right away with another a few k miles later before you go to a 5k interval. Buying a brand new vehicle and going 10k before the first oil change seems like madness to me. |
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Quoted: The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. Quoted: Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. This 14mpg seems pretty bad until your next truck is scrap at 1/3rd the milage. Figure up that carbon footprint |
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Quoted: This 14mpg seems pretty bad until your next truck is scrap at 1/3rd the milage. Figure up that carbon footprint Quoted: Quoted: Quoted: The 5.7L V8 and 4.0L V6 were some of the most bulletproof engines in existence but people looooove to whine about gas mileage. The ironic thing is these turbos, especially the turbo 4 hybrid, are getting marginal mpg improvements aren't any quicker, cost a lot more, generally run premium gas and sacrifice range. I bet you could get the same efficiency improvements with a refreshed NA engine and a more modern transmission. This 14mpg seems pretty bad until your next truck is scrap at 1/3rd the milage. Figure up that carbon footprint Attached File Or not. In bracket eligible for recall too boot 
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Watched this last night. Quite the mess in there. |
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Quoted: Watched this last night. Quite the mess in there. I have a 22 that the engine(never a problem) was replaced in February of 25 under recall. I've put 12K miles on it since. I'm going to start doing oil analysis on it at every 5k oil change. When replaced I changed oil at 500, 1500, then 5000. |
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Watched it last night. I'm surprised he was able to get his hands on one. Interesting. Other than the spun main bearings that engine looked pretty good. I believe it's an engineering problem. I doubt "debris" had anything to do with it. |
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Quoted: I have a 22 that the engine(never a problem) was replaced in February of 25 under recall. I've put 12K miles on it since. I'm going to start doing oil analysis on it at every 5k oil change. When replaced I changed oil at 500, 1500, then 5000. Quoted: Quoted: Watched this last night. Quite the mess in there. I have a 22 that the engine(never a problem) was replaced in February of 25 under recall. I've put 12K miles on it since. I'm going to start doing oil analysis on it at every 5k oil change. When replaced I changed oil at 500, 1500, then 5000. What was your mileage at replacement? Any indications of bearing damage when swapped? |
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Quoted: My 5.7 Sequoia averages just over 14mpg. My '19 Sierra averaged right at 14mpg. My '19 Tacoma averaged right at 14mpg. The advertised numbers and reality rarely match. People just need to stop believing the bullshit advertised MPG. 14mpg for a full size truck is terrible. My F150 with the Coyote got 19mpg mixed, 22-23hwy. |
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Quoted: Watched it last night. I'm surprised he was able to get his hands on one. Interesting. Other than the spun main bearings that engine looked pretty good. I believe it's an engineering problem. I doubt "debris" had anything to do with it. What "engineering problem" do you think results in this distribution? |
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Watched this video over the weekend and I agree this is not a "machining debris" issue, IMO. This also explains why even the new engines are fragging themselves. My bet is the block is redesigned before Toyota is done with this. |
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Quoted: So based on an anonymous poster on a toyota forum, who claims to work for toyota, the debris is casting sand. I will say the dude correctly called the turbo waste gate recall before it happened, called the last debris recall before it happened, and pointed out at that time they were only recalling like 1/3rd of the effected trucks so he called this expansion of the recall as well. The guy claims the engines used to go into an industrial washing machine to get the casting sand out and someone came up with a cost/time savings concept of eliminating the industrial washer and just posting two workers with pressure washers. This has not worked out. I thought I read that someone in the production engineering team changed the PLC programming on the block production line and either accidentally deleted or omitted the step that removed casting sands in a specific area of the block. |
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Quoted: swapped at 38K nothing indicating anything bad. Quoted: Quoted: Prolly not unreasonable. I'm a fan of UOA's. What was your mileage at replacement? Any indications of bearing damage when swapped? swapped at 38K nothing indicating anything bad. |
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Watched this the other night. Interesting |
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Oof. *I am really enjoying my LC250. Right at 39k with zero issues. Even pulled a TJ out of some mud yesterday. Attached File |
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The moral of the story is, if you have products that are widely regarded as the most reliable, bulletproof in the industry, leave them the fuck alone instead of replacing them with new designs that are more complex and trouble prone by nature. Change the looks all you want, but don’t compromise reliability. Glock has dominated the handgun industry for decades and inspired countless imitators and direct clones by making incremental refinements to the same basic design. Imagine if they suddenly decided to “update” all of their models with a gas delayed blowback system or some bullshit. 
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So hampered by connectivity I've only watched in broken series - but I'm not sure what we are seeing here that we havnt seen prior? Mains Whats the aha moment? |
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Quoted: So hampered by connectivity I've only watched in broken series - but I'm not sure what we are seeing here that we havnt seen prior? Mains Whats the aha moment? Quoted: So hampered by connectivity I've only watched in broken series - but I'm not sure what we are seeing here that we havnt seen prior? Mains Whats the aha moment? There really isn't one. The engine appeared to be in good shape other than it spun two main bearings. |
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Watched it yesterday. No way this is machine debris. Those rod bearings were fine and the mains were trashed. Cams looked good also. |