2025 Tundra Engine is down!

This. All of this.

Selling my '21 was a huge regret.. Granted my '25 Limited has WAY more creature comforts than my '21 SR5, but throughout the 50k miles of travel in the year or so I had it, not once did I ever have even the slightest thought that it would have an issue. Ironically, one of the reasons I switched back to Toyota was to get rid of the "what will today's quirk be" thought every time I jumped in to my Grenadier

 

Nope. Rare earth materials needed for the battery pack and the tariffs on them. At least that was the reason given to journalists.

 

I think it will be a game changer product if it's right. It allows you to indirectly power the vehicle with any old proven engine you got hanging around to get power and economy without impacting the driving dynamics.

Toyota for example could do the same with the non boosted 3.5 V6 and the result not be a 0-60 in 11s.

It's the compromise between EV and ICE's inherent limitations of each

There are still complexities but they are more software and electrical components. That can be easier to fix (software updates can be over the air for example) than mechanical components of the ICE boosted engines that are failing for every maker.

 

I confused it with an all electric. I think the type of engine you are talking about def has a place in the future here. So I take back my comment. I will say that I wouldn't want to be the first or second generation owner of this tech until its a bit more proven. As we can see, it takes a few years to work out kinks these days.

 

It's an EV with a gasoline generator to extend range. Legitimately the only way to make an EV actually appeal to a broader audience, IMO. Trouble is that it's being produced by Dodge/Ram/Fiat/Stellantis. Not exactly known for quality or high end electronics.

Now, imagine if this were a Tesla EV (minus the retarded styling) paired with a Toyota NA gas generator. That would be something.

 

It's is a new category. I think even Ram will have two versions one that is more plug-in than other which is confusing.

The only EV with any capability without severe range limits under use is the GMs. But that is a freaking huge battery than costs a lot to even home charge if you do it nightly. It's a very inefficient EV. The EVs are a toy.

 

uh oh.....

 

I was towing my boat up north to drop it off yesterday before I come out your way.

I was able to get premium no ethanol up there, who gives a shit what it cost, it's awesome, HAHA. Got 18+ towing 21+ empty, all going too fast.

 

Corn free gas is the best gas.

 

What's the count up to?

 

ya, runs like a champ on that shit, it says recreational only on the pumps but fuck that, towing my boat is recreational !!

 

more than tundras recalled, HA!

did you ever figure out if my shit is going to blow up or not?

 

You'll take payment in beer won't you?

 

I recreate every time I drive it, towing or not.

 

Alright. Here we go. Take away what you will.

3UR - Standard Ring Groove Clearance
No. 1 - 0.020 to 0.070 mm
No. 2 - 0.020 to 0.060 mm
Oil - 0.070 to 0.145 mm

V35A - Standard Ring Groove Clearance
No. 1 - 0.020 to 0.055 mm
No. 2 - 0.040 to 0.075 mm
Oil - 0.060 to 0.120 mm

3UR - Standard Ring End Gap (Type A - Square Upper)
No. 1 Compression - 0.23 to 0.33 mm
No. 2 Compression - 0.40 to 0.50 mm
Oil - 0.10 to 0.35 mm

3UR - Standard Ring End Gap (Type B - Beveled Upper)
No. 1 Compression - 0.22 to 0.32 mm
No. 2 Compression - 0.35 to 0.45 mm
Oil - 0.10 to 0.35 mm

3UR - Maximum Ring End Gap
No. 1 Compression - 0.42 mm
No. 2 Compression - 0.55 mm
Oil - 0.45 mm

V35A - Standard Ring End Gap
No. 1 - 0.021 to 0.024 mm
No. 2 - 0.070 to 0.075 mm
Oil - 0.10 to 0.30 mm

V35A - Maximum Ring End Gap
No. 1 Compression - 0.49 mm
No. 2 Compression - 1.00 mm
Oil - 0.55 mm

Understand that because these are massed produced engines, there is table for what bearing to use based on the Cylinder Block Number Mark and the Crankshaft Number Mark. The 3UR has 5 numbers on each. The V35A has 4 numbers on each.

3UR - Main Journal Oil Clearance
No. 1 & No. 5 Journals - 0.017 to 0.030 mm
Others - 0.024 to 0.037 mm
Maximum Journal Oil Clearance
No. 1 & No. 5 Journals - 0.050 mm
Others - 0.060 mm

V35A - Main Journal Oil Clearance
No. 1 & No. 4 Journals - 0.031 to 0.047 mm
No. 2 & No. 3 Journals - 0.035 to 0.053 mm
Maximum Journal Oil Clearance
No. 1 & No. 4 Journals - 0.052 mm
No. 2 & No. 3 Journals - 0.058 mm

3UR - Rod Journal Oil Clearance
0.025 to 0.050 mm
Maximum Rod Oil Clearance
0.070 mm

V35A - Rod Journal Oil Clearance
0.047 to 0.075 mm
Maximum Rod Oil Clearance
0.080 mm

 

0.0012 to 0.00205"
one and a half to two thousandths
standard tolerances, nothing astronomical

 

I’m at 20k on my ‘24 GMC 2500 AT4 Duramax and this truck has been almost perfect. Good luck with your gasser.
Yeah, I thougth that too until 43,000 miles when the CCV went bad, it limped at 50 mph for 25 miles to the dealership, then they tried to screw me first out of $361 for a software update, then a "surcharge" for the $3,330 CCV replacement. WAY too much pollution control nonsense of the diesels, shame too because Chevy had a great engine and trans set-up on the 1500's.

 

Diesel/electric hybrids have been in trains for decades. There is no reason they couldn't do this for a medium duty pickup for some towing and daily use. The government regualtions on emissions is the stopping point.

 

Company I work for has 3.
The 2023, 2500, has been in shop quite a bit. Once was CCV, and it Keeps breaking belts about once a year for some reason. I know it’s been towed back to dealer 3x in past year.
2024 , 3500’s, don’t have that many miles yet.

 

Admit I'd be interested, but not for a decade. Heck, it took Ford a decade to get the Ecoboost to a reasonable consideration, and as many have pointed out, Toyota is 7 full years, going on 8 quickly, with this 3.4L debacle that they have yet to perfect.

 

Well they finally updated the cam phasers but.... They brought back the EGR recently and those vehicles are still a bit too new to know whats going to happen long term.
"Oh such and such has 75,000 on his 2023 already so they must be ok"
-- Lemme know whats happening around that 125,000-150,000 mile range.... They have perfected the "get it out of warranty range before it starts to fall apart"

 

Ford is the worlds worst, look up plastic oil pans they put on the 3.5 liter ecoboost. They even ended up putting them in Raptors, LOL.

I figure several 3rd gen owners are in the 100 thousand mile range now with trouble free operation.

 

There are a few approaching 200K.

 

This is one of reasons I've traded in all of my trucks, including 2 Tundras, at around 130-140K miles. That always seems to be the mileage when they start to nickel and dime me to death. The trade-in value also seems to drop off quickly after that point.

Also, it usually takes me 7-8 years to put 140K on my trucks. At that point, I start to get the itch for that new car smell. I'm right on pace with my '23 Tundra to get a new one in 2030. I wonder what surprises that truck will bring.

 

Not criticizing but just curious: how is

A) buying new with an unknown chance of experiencing a well-known issue

Any better than:

B) buying used with an unknown chance of experiencing an unknown issue.

 

I am 7-8 years and 80-100k miles guy. Trucks hold their value well and mine are always in perfect condition. Then you consider one time maintenance and increased repairs. The difference between buying 2 trucks and 1 truck in 15 years is not that big

 

I wish I had a full link but:
https://www.wsj.com/business/autos/ford-safety-recall-record-df03416d?mod=lead_feature_below_a_pos2

Don't dump Toyota for Ford, that's for damn sure. More recalls in 6 months than ANY AUTOMAKER EVER in 12 months. How does Jim Farley have a job? There has been years of this now. He just looks cool and says bro stuff every few months and investors cheer?

 

No criticism taken and happy to explain. Changed yours to numbers to correspond to what I have below.

1. Buying new I get a warranty for a period of time, and no previous owner has messed anything up on it. The brakes haven't been ridden, the seats aren't stained, nobody has thrown up in it, nobody smoked in it, there's not any lipstick on the pig. As for the unknown chance of a known issue, the rates of failure have declined each year. Originally I went with an F150 V8 because of the Tundra issues. That truck started some funny stuff with the transmission shifts. So, I looked at how Toyota was handling the problem (issued a recall and replacing engines) vs how Ford is handling the problem (saying it's fixed while doing nothing but band aids that still fix nothing and refusing to admit there is a major problem) and weighed which I would rather deal with in the event things go wrong for me.
2. Every used car/truck I have ever owned has wound up having problems much sooner than the warranty period of a new vehicle. My luck is definitely Irish when it comes to cars and trucks. People are scumbags and I don't trust them. I get anxiety driving used vehicles and I am constantly on the watch for any little tick, rattle, or squeak that might be a problem. It ruins the experience.

 

Anybody considered (even a little bit) jumping ship from Tundra to 4th gen Tacoma?

 

I did not click the link but my experience is that recalls are not always directly a link to reliability.

There are makers (cough cough GM) who rather let you crash in a ditch and die that recall anything. Then there are makers that flood you with recalls to avoid law suits. Everything from mechanical issues to stickers to cover typos in the manual.. Ram was like that after they lost their anal stizer after the Ecodiesel cheating mess. After that take it in for service they would do a dozen recalls everytime. Most of them were nonsense