Turbo issue

all this solidifies my desire to stay with a newish 2.5 model 1794.

The hunt continues.....

 

This guy works at Toyota, and from what he stated, it doesn't look like they know wtf is going on.

 

Wtf is a "roomer"? Then goes on to offer his own technical musings.....

Pretty much sums up all of the expert input on this so far

 

This isnt uncommon unfortunately. Problem with bench tests is the parts are not installed in a vehicle. A lot of bench tests done show "ideal static" conditions not those dynamic ones where the failure occurs with the customers.

What exactly are their test conditions or parameters as well? How are they "verifying" the parts? Are they trying to mimic actual driver complaints?

The vendor should now send the parts back to Toyota. Toyota should install in test vehicles, data log and try to now replicate the issue.

 

For Toyotas and tundra owners sake, let’s hope it is jus a bad batch of parts and not something they won’t be able to isolate for years and everyone has to play the tundra lottery if you get a good one or bad

 

The book value of my 2019 Plat 15k miles is about $48k which is a little above what I paid new. A 2022 Plat will sell for around what, $70k? Our idea of spitting range is different.

 

I would not hesitate to buy one at 48k. They're listing them at ~60k and at that price, might as well get a 2022.

 

Believe it is IHI and produced out of China, not Japan.


I don’t know that we know the actuator or controller or the wastegate or something else is the actual issue, but bottom line whoever is making the turbo assembly could hardly set a lower bar.

 

Are we talking US$? Google "used low mileage 2019 Platinum Tundra for sale".

 

Sure seems like there is plenty of demand. 30
Day + back order.

 

Agreed 1,000%. I can’t imagine it being the whole story.

However, if he is in the know and they are relying on bench testing to diagnose the issue, that is terrifyingly bad engineering.

Then again Mike Sweers and Co are the team that literally forgot recovery hooks and skid plates.


Definitely need to test these defective units under maximum temperature for long period both on engine test stands under high ambient temps and on max performing moving vehicles to investigate if is heat related. Seems to crop up when engine is under load or max revs. There have been a few other Toyota sales people posting about needing to “baby the engine” saying “do not floor it” (irony seems lost on them.)

Maybe bad alloys warping under heat load binding some portion of wastegate assembly, then cools off and binding goes away.

 

Are there any active members on here with firsthand experience?

Are dealers allowing customers to drive their "affected" vehicle while they wait for turbos? Have the dealers or Toyota yet asked anyone to install a data recorder for them?

To any future owners with issues, I'd be curious if you would want to or could request the following. You have the issue, you take it in and they verify the wastegate concern. Instead of them sitting on your truck, ask them if they could install a data recorder in your truck to record associated CAN signals (data would be sent over the air if the fault registered). This will provide them with some data while you wait for your turbo. Aside from the obvious of gathering some data for them, I'd be curious the reproducibility of the issue.

 

Anyone who buys a GM with the decades of evidence out there deserves what they get at this point.

 

I wonder if he meant '21s. Used ones with low miles (10k or less) are listed between $57k to as high as $69k because dealers know people will buy them. For 2019s (10k or less), it's in the mid $50ks which isn't too bad. I would have grabbed myself a '21 Trd Pro if it wasn't for the markups or reserved almost immediately.

 

In my area, prices are crazy. This one has 38k miles.

 

Roomer

 

Buy the Duramax and miss lifter and turbo issues.

 

Still have the "GM" problem tied to it though.

 

So shop outside your area. Lots of delivery options or plane tickets that are way less than that $10K price difference.

 

If you mean the 3.0, did they ever figure out the crank start issue? There’s an update that seems to work for some trucks if not most. There’s a 30-something page thread on it at the GM trucks forum.

 

I got my 22 Platinum for exactly 57,360, MSRP

 

Wow, that's way less than what I thought. 4x4?

 

See below in CAPS

 

Nope, 4x2, Not needed here in urban South Florida.

 

Then we're not comparing apples to apples price wise.

 

So a key cycle doesn't heal the code into pending status and restore power until the next "actual failure"?

You said they are being recorded, how? Freeze frame is data frozen at the time of the fault, hence the name "freeze". Zero info is stored leading up to. A data recorder allows for CAN data to be recorded leading up to the fault. Settings can be adjusted, for the wastegate fault, to save a certain signal list up to X amount of time leading up to the P-code. I dont think they are doing this now. This allows Engineering to view the behavior of conditions prior to the fault storing

Well, unfortunately, Toyota probably put a few million miles + on their Durabiity trucks and here we are. So something changed between test vehicles and production: part change on the line due to bean counters? Maybe test trucks had a small failure rate and they concluded it "wouldnt affect" or put a smaller dent in customer supply then is actually happening. Supplier is saying there aren't any issues, we aren't sure what Toyota is doing on the backend...but up to now it hasn't worked. It's not necessarily uncommon to have manufacturers install recording devices into customer cars.

 

I stand corrected, I was talking apples and oranges. What you are saying makes plenty of sense.

I have not seen anyone mention any non-typical testing that involves customer vehicles that would go beyond what is expected during a typical repair. There have been mentions of Toyota Engineers visiting dealerships, but no specifics on what they did while there.

The closest to testing customer vehicles I've read of is dealers being instructed to keep the the replaced unit and ship it back to Toyota. At this point, would make a lot sense for Toyota to buy a few of these back and test the whole powertrain in real world conditions.

 

Looking at pics it appears there is two sub-assemblies. Turbo itself, then the wastegate unit that includes the wastegate actuator arm. I've seen the wastegate sub-unit is being replaced, only that, not the turbo impeller unit.

The wastegate actuator arm is a mechanical link so there is potential binding I guess. What stumps me is why it's always only the passenger side? How the f does that happen? The turbo supplier had a different robot for the passenger side?

Whatever, I'm sticking with our 4.7l 4Runners and the 5.7l Sequoia as long as I can. Not impressed with the complexity the manufacturers are doing to jump through CAFE hoops.

 

Can you share the pic please? Itll save me some trouble and we would be looking at the same thing. Thanks and within my message, I'd imagine the wastegate controller being part of the unit as in a nonservicable separate component. Unless I read it wrong, which is possible, doesnt t-tt-681-22 say not to replace the wastegate itself?

 

Because I'm bored, if you check the 22+ FB pages, this guy is all over the turbo comments stating there will be a TSB/SW update for the turbo issue