Blown engine

Yeah ok. Data thread huh? Glad I had nothing to offer

 

Toyota Motor Manufacturing, Alabama (TMMAL) builds more than 3,000 engines each day. Producing one-third of Toyota's engines in the U.S. TMMAL is the only plant to build four-cylinder, V-6 and twin-turbo under one roof.

 

And what if 5-30 will cause any issues in this new engine? I don't believe that we have data to support that 5-30 is harmless over the long run 100-200k miles?

 

I am sticking with 0-20 under warranty, but the Land Cruiser 300 with the same engine call out 5W-30 in the whole rest of the world. They don’t GAF about economy or pollution in Saudi Arabia or Africa or even Australia for that matter.

 

We have billions of miles of 5w30 driving that supports it. Turbo engines, NA engines, big engines, little engines, high compression engines, supercharged engines, you name it. 5W30 has been run in most cars and trucks for the better part of the last 30 years. What we don’t have is the same for 0Wanything. This engine is an engine. Just like any other engine. It’s made of metal and has the same construction as many that came before it. All that changed was EPA. There’s no tighter tolerances or whatever other BS people wanna say justifies it, they recommend the water thin oil to get better mpg for EPA cafe testing. That’s it. They turn right around and recommend 5w30 for “heavy towing” or other actual use of the truck and recommend more frequent oil change intervals too.

 

Ok, thank you.

But who is actually running 5-30 on this board in their new Tundra engine? Sure, our new engine is same as any other one, but still...

I hear all the talk but don't see anyone saying they run 5-30 without any issues and they got 30, 50, 100k miles without any problems?

 

My salesman said the same thing. The motor is already broken in.

 

The US manual states that it recommends 0w-20, but it not a must.

I am now running 0w-30 full synthetic in my rig.

My Mustang MY19, recommends 0w-20 for normal driving conditions, but for heavy duty/ racing conditions it recommends 0w-30. I’ve been running 0w-40 for the last 50k miles, changed every 3k, coz I run full E-85. Runs like a beast.

 

I ran 5-30 top grade Redline in my ram truck hemi instead of 5-20, I thought that I was smart... , but engine still died. So I'm a bit more hesitant to experiment now as it didn't really matter.

 

I ran Red Line 10w40 and topped up with any diesel 15w40 oil I could find on the shelf in my Volvo calling for 0w30/5w30. It didn't stop valve stem seals leak and the engine died, after 15 years and 220k miles. Upon disassembly I found maybe 1/3 of the wear I found in a similar engine (same model, same year, very similar mileage) that was running recommended everything. Was seriously considering leaving the factory rod bearings in place, because they looked new, but replaced them anyways with a heavy duty version from diesel engine. Main bearings I didn't even touch, they had no wear. Bore wear was absurdly different - the other block was calling for the next size, mine was well within limits. Compression rings thermal gap differs in order of magnitude. No carbon in oil rings. I floored my Volvo every day, it also had a remapped ECU.

What I learned is I have to run a thicker grade oil in my engines, 'cause I witnessed it provides a better protection and better engine longevity (heh, potentially), but it does not need to be the most expensive oil ever. So Pennzoil PU 5w30 in Toyotas and 5w40 in Volvo. Used to be Mobil 1 ECF in Volvo after rebuild, but it forms varnish and lay deposits, which never happened before with Red Line. Will see how Pennzoil is doing there.

Would it be 10w40 from day 1, the engine would barely have any wear. I unfortunately got it at 80k and used a thin 0/5w30 oil for the next 70k.

Also for those who want to stick with Toyota recommended 0w20 - consider Red Line. It is even visually more thick and viscous than Toyota 0w20. It costs significantly more, though.

 

Not disagreeing, but a lot of their 5.7L had lifter failures with the recommended oil. RAM’s issues are arguably much more widespread than Toyotas.

 

Is it the case when a truck was left for a few week/months, hydraulic lifters drained and then the engine chatters? It is quite common for hydraulic lifters in any engine, just put a light load on engine until lifters fill with oil.

 

I think the lifters in question with the failed Ram 5.7L were also the variable displacement kind. At this point I don’t think anyone has figured out a grade of oil that can prevent those turds from failing.

 

Just for comparison, were you a service advisor at BMW when the M5x's were having the bearing issues in M3's? I had an effected car they replaced the rod bearings in house. Did BMW ever disclose what % ate the bearings?

 

Speaking of blown engines. My niece has an Ecosport and the engine failed earlier this year. She had 90,000 on it when the oil pump let go and the engine destroyed itself. Fortunately, she bought the extended warranty. Ford replaced the engine and she now has a 3 year unlimited mileage warranty on the new engine.

https://www.msn.com/en-us/money/top...d-ecosport-vehicles-nhtsa/ar-AA1h5ZYP#image=1

 

I wasn’t a service guy, I sold them.

I sold a few of the V10 M5’s and one M6, but left shortly after for another career path that didn’t involve dealing with spoiled trophy wives, and pretentious yuppies who thought they were special. (Gotta insult the average BMW buyer)

I kept in touch with the service guys for awhile after but probably not long enough to hear about rod bearing failures until later.

 

The M3 bearing issue pre-dates the V10's. I was one of the guys you hated! . However, I did start with not a thing and have great relationships at the dealers. I had the F150 from hell and I bought the shop guys donuts! Nobody wanted that damn thing fixed more than they did.

 

Some of my former clients were great.

Not many people back in those days buying M3’s, M5’s etc who weren’t car guys. Car guys I loved to do business with because they appreciated the vehicle for what it was, the engineering, and how it drove.

The other 85% were douche bags buying as a status symbol to impress others or give the outward appearance of wealth. Often times there was very little substance there, but that didn’t stop a lot of people from playing pretend.

The E46 M3 with the proper solid lifter S54 was also new enough at that time in the US market to not be manifesting bearing issues. I dearly loved the E46 M3, a proper M3 before BMW lost the plot. The only sticky point for a few clients was valve adjustments for the guys who put miles on, but that job was evidently not too horrendous.

Any of the M cars should have had drastically shorter OCI’s if any longevity could be hoped for in an engine spinning 8K RPM.

 

I came from a Ram before Tundra and did loads of research on their lifter failures. It turns out it’s unrelated to cylinder deactivation.

5.7’s in Chargers and Challengers with manual transmissions don’t even have cylinder deactivation, and they had lifter failures.

A good YouTuber MOPAR mechanic (think “Chrysler Car Car Nut”, can’t recall his name) figured out it was the stock oil pump not providing enough oil pressure at idle. There was a strong correlation with high idle hours and lifter failures. Nothing to do with MDS.

He recommended a bolt on retrofit for relatively low dollars - the Hellcat engine oil pump is compatible with the Hemi 5.7 and provides proper pressure. Chrysler was just too cheap to put that pump on all 5.7’s.

 

That sounds very very MOPAR.

 

With Ram hemi, it's a medium-high probability that your engine lifters may fail around 120k miles. And you'll have to replace manifold bolts every 30-50k miles.

However, these chronic issues develop over time, make lots of warning signs/noises, and it's a very low chance that you'll be stranded somewhere far away from home like our 22-23 tundras with the engine bearing failures.

 

It seems to be happening anywhere 9k-30k miles. Up to march 2023 built as we know so far

 

Whew. Glad you clarified. When he said "our", I immediately thought, "@digitalwiz must have an engine bearing failure."

It was not at all obvious he was using the word "our" to mean the 3rd gen Tundra issue, as opposed to the Ram lifter issue.

 

How many miles do you have on your truck yet?

 

FWIW, I checked Consumer Reports survey on the 22 Tundra, and it gets an excellent score (5/5) for reliability of the engine, transmission, and drivetrain.

 

Consumer reports is a joke for car stuff. How can a brand new model get good reliability scores with literally no data available to make that claim? They probably ask Toyota how it's going and they get the same response we do. "Nothing to see here, all is well".

 

don't share this with the Gen2.5 owners - they will have an epic melt-down. Like Prairie Dogs a few of them found their way onto our lawn (aka Gen3) and began to leave calling cards of why would you ever own a Gen3. They want their cake and to eat it to....all good when initial reviews are good for them but can't be the same when it is another generation. Pot calling the kettle black.

 

No data? How do you think this thread came about? It's been out 2 years already.

If people have issues that would show up in the survey... unless those issues are rare.

 

“I bought a thing and it lasted a year or so. It is now reliable.” Said no one ever. What we have is predicted reliability, not actual. We don’t know how long any of these new components will last. If these components begin to fail at 3-5 years we will not consider them reliable trucks. What we’ve seen so far seems more like growing pains. A bad batch of turbo wastegates, maybe a bad batch of main bearings or a bad batch of poorly machined blocks. Maybe a bad batch of 10speeds with some quirks there. Some ECM tune issues perhaps. Nothing widespread. A majority of owners seem happy with theirs. Hopefully the few bugs get sorted as they tend to and moving forward it’s all happy stories. The sky is not falling.