The Car Care Nut Gen3 two year review

!00%. Sitting and idling is the same as putting miles on, it just doesn't show on the odometer. OCi based on miles is kinda dumb when you think about it. It's all about the number of combustions cycles on the engine.

 

Fuel dilution can happen even with a port injected (only) engine... run it short trips in town... never gets upto temp - engine is running rich because its still cold... thats more of an operator error. If that is a big use case - even more reason to change your oil sooner.

 

Was it GM first that started the engine running time in hours? I've always like that feature displayed in your submenus.

 

The HD trucks IIRC all have engine hours logged/reported. Doesn't matter if its gas or diesel.

 

So it was only on the HD trucks? Hmm .. I thought the half ton trucks had it too. Maybe later on newer models.

 

Boat engine OCIs have always been based on run time hours, which makes sense. Not sure why the auto industry ignores the obvious.

 

Bingo .. very pleased with the all the oil colors the ccn did besides engine, but like he said, nature of turbo and mult quick starts/barely move ect..

Surprised his truck had no NHOU or equivalent applied, being in the middle of rust belt.

 

All mine equipment preventative maintenance activities are based on hour meter hours on the engine. Back in the '80s we bought 3 new D9's for the mine. I remember the Cat guy saying do not turn them off except for PM's. Engines are meant to run and the starting and stopping is very hard on them.
When in Peru we were having trouble with our Detroit Diesels in the Komatsu 830E's at high elevation (11,000'). Were looking at the Cummins engine which was a better performer. In a meeting with their rep we got talking about engine life and he said while hours were important, the most important thing was actually fuel burned. The engine had a finite life based on how much fuel it burned. All engines were generally the same. Thought that an interesting comment.

 

Oh he goes harder than that on some of his Toyota/Lexus car reviews!

 

Great video by CCN. I got all my Toyotas from the same dealership he got his Tundra from, and I remember seeing him working there through the waiting‑area window when I first started watching his videos.
In my experience Toyota quality has noticeably declined — my 2022 RAV4, bought for my daughter, has had multiple issues: a dead multimedia display, a seat cover coming apart, and now the steering‑wheel finish is peeling.
My first car was a 1986 Toyota Tercel — it was a turd, but nothing ever fell apart. I don't neglect my vehicles; I really take care of them.

 

F350 I test drove a few weeks back - no rattles, no squeaks - it did have some cheap plastics in it for sure. (was a 7.3 gasser). I am still contemplating it - have some business decisions to make. If a venture doesn't take off, i will need more capacity soon. Will probably keep the Tacoma - but will need a 3/4 ton truck since all the 1/2 tons are pretty much minivans with ladder frames nowadays (the minivans are probably more reliable).

 

Toyota has had to acquiesce to the modern regulatory environment. In the past they relied on their hybrids to offset their trucks but the Tundra is a complex, relatively high-strung motor just like what any of the other automakers are making now. I jumped from a Tacoma to a Ford 5.0 but am eyeing a Tundra for my next truck. I like the truck but I still consider myself a Toyota guy (I also own a 1978 FJ40 Landcruiser). Waiting to see what the coming mid-cycle refresh brings. A little disappointed in the roll out of the 3rd Gen Tundras but hoping the longer-term data on the post-bearing revision 3.4 TT shows an improvement in reliability.

 

Now that I've seen the video, I can say that overall... I think he’s pretty fair - even if some of it leans a bit dramatic imo.

The rear diff metal is definitely the most concerning part. A little material on a magnet is normal, but actual chunks at 10k miles isn’t something you want to see. Best case, it’s leftover machining debris. Worst case, it’s early wear. Either way, it shouldn’t be there on a Toyota.

Where I think he really nailed it though is the bigger point about trust...

The 2nd gen built its reputation on affordability, simplicity and long-term reliability. That’s why people bought them (and continue to).

The 3rd gen might be more capable on paper, but that wasn’t the core reason people bought a Tundra.

Personally, I’m not against the twin turbo direction. But I do think Toyota should’ve kept the V8 as an option while they proved the new platform out. They changed too much at once, imho.

On how the truck looks, I’m probably in the minority...

The 2nd and 2.5 gen had a very distinct, almost “bulldog” look. Short, wide, and aggressive. It didn’t really look like anything else on the road, and that was part of the appeal - at least for me.

With the 3rd gen, it feels like they moved away from that identity and went in a more generic direction. The proportions and front-end styling look a lot closer to what the rest of the half-ton market is doing, especially GM.

Toyota had a chance to modernize the 2.5 gen design language and evolve it... but instead it feels like they reset and blended in. It’s not a bad-looking truck, it just doesn’t stand out the way the previous generation did.

And on the suspension point he touched on indirectly...

People act like leaf springs are the problem, but that’s not really true. You can make a leaf-sprung truck ride really well with the right setup. Companies like Deaver have been doing it for years.

At the end of the day, I don’t think the 3rd gen is a bad truck. It’s more capable, more modern, and better in a lot of ways.

But it also feels like Toyota shifted from leading to following... and in the process gave up some of what made the Tundra unique in the first place.

 

I think Ahmed said in the video he thought it was drilling debris and aside from looking for more debris with his scope he really didn't seem to check the gears for wear or damage.

In the comments for the video someone mentioned the company that provided the rear ends for the Tundra no longer has the contract and the work has been brought in house. If that's true it will be interesting to see if this clears this issue up.

 

I was the one talking about the rear end being Hino, which is owned by Toyota. Don't quote it as gospel as it's what I've heard, but I can attest that my 26 is identical looking to my 21 DCLB. Other than gearing is totally different, in my 26 at 3.31 while the 21 has 4.30. The hybrids get a larger 10.5 ring gear ( I believe), the non hybrids are smaller at I think 9.5. Someone correct me if I'm mistaken.
I agree that regardless of the chunks of metal or whatever, it's not a good thing.
This just confirms to me that an early dump is a good thing to do. Then you know what condition it's in moving forward.

 

@75tranzam Here's what grok says.
View in the Grok app



Who makes the rear differential for the current Toyota tundra and information is available



The current Toyota Tundra (third generation, 2022–present, including hybrid and non-hybrid models) uses a 9.5-inch ring gear rear differential (also called the rear axle or third member) on non-hybrid variants, while hybrids use a 10.5-inch unit. Toyota designs and specifies these as OEM components, with the full rear axle assembly (including the differential carrier, housing, gears, and related parts) integrated into the vehicle's drivetrain.⁠Treadmagazine

Manufacturer of the Rear Differential/Axle
Publicly available information does not name a single external Tier-1 supplier (such as Aisin, JTEKT, or another company) as the primary maker of the complete rear differential for the current Tundra. Toyota sources many drivetrain components from its affiliated suppliers (e.g., Aisin produces some related parts like actuators or other chassis items for the Tundra), but the rear axle/differential assembly itself has historically involved in-house Toyota engineering combined with supplier input for gears, carriers, and housings.⁠Aisinworld

Toyota is bringing rear axle assembly in-house at its Toyota Motor Manufacturing Texas (TMMTX) plant in San Antonio. Production of rear axles for the Tundra (and Sequoia) is scheduled to ramp up in 2026. This move follows the previous supplier (an affiliated Hino Motors facility) winding down related production. The new plant will handle welding, machining integration, and final assembly of axle housings with components like differential gears (some supplied from Toyota's Alabama plant). Until full in-house production begins, current Tundras (through at least early 2026 models) rely on Toyota's established supply chain, with the differential treated as a Toyota OEM part.⁠Pressroom.toyota

Key Details on the Current Tundra Rear Differential

• Size and specs: Non-hybrid models typically feature a 9.5-inch ring gear (shared with some prior Land Cruiser applications, providing good aftermarket support for gears/lockers). Hybrids use a larger 10.5-inch unit. Gear ratios vary by configuration (e.g., around 3.31 or higher depending on model and options). Some trims include an electronic locking rear differential (e-locker) on TRD Off-Road and higher packages.⁠Treadmagazine
• OEM part references: Replacement carriers, housings, ring-and-pinion sets, and full assemblies are listed under Toyota part numbers (e.g., differential carriers like 41311-0C050 or housings in the 42110 series). These are available through Toyota dealers and parts suppliers.
• Related components: Aisin supplies some supporting parts (e.g., certain actuators or chassis elements), but not the full rear differential assembly based on available data. JTEKT has supplied driveline components (including Torsen-style LSDs) for other Toyota vehicles, but no direct confirmation ties them specifically to the current Tundra's rear diff.

Availability of Information
Detailed supplier contracts for specific components like differentials are often proprietary and not fully disclosed by Toyota or its partners. Reliable sources include:

• Toyota's official parts catalogs and service manuals (via dealers or sites like ToyotaPartsDeal).
• TMMTX press releases and facility announcements about the new rear axle plant.
• Automotive industry reports on Toyota's North American manufacturing (e.g., shifts from Hino-related supply).
• Aftermarket resources (e.g., Yukon Gear, West Coast Differentials) that confirm the 9.5-inch sizing and compatibility for upgrades/repairs.

For exact fitment, repairs, or replacements on your specific Tundra (including VIN-specific ratios or options like e-locker), consult a Toyota dealer or official parts lookup. If issues arise (some owners have reported whining or early failures in certain 2025 models), dealers typically replace with full OEM assemblies under warranty where applicable.

If you have a specific model year, trim, or part number, more targeted details may be available through Toyota's technical resources.




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New conversation - Grok

 

Car care nut really wanted that limited edition 2024 1794 and took a risk with some of these known issues.

I feel like anything made after Feb 2024 which is the 2025 model year (not all 2025 models) has been pretty solid so far.

 

That truck won't see a dealership either, as he'll be doing all the work himself. Warranty or not, and I don't blame him one bit.

 

True, much less risk for him.

 

Long ass video but nothing new, imo. Dude barely drives the thing....wait another 2yrs for him to talk about the bad alignment specs

 

Hah.
Perhaps it's a blessing then that when I lifted my '22 a couple of months after they came out, no dealer (let alone4x4 shop) had an alignment spec sheet available..yet.
Whichever kid did mine @ the dealership "by hand" deserves a friggin' gold star award - 4yrs and counting...and my alignment is perfect!

 

After watching his video, I decided to do front and rear diff on my 24 Limited with 33k miles. I also had large chunks of metal on my rear diff drain plug. I attached pics and a video below. What do you think? Should I be trying to document this with Toyota?

https://photos.app.goo.gl/kQJtWkVGq63KiBUK6

https://photos.app.goo.gl/cQYiHtVz8RRPRCYT9

https://photos.app.goo.gl/TBvvZxxH4z4vz4bj6

 

Look identical to the two pieces I found when I did my 2019 rear diff.

 

It should be really simple to track by rpm*time spent at that rpm.

Never seen it in any dash or obdii gauge though.

 

Did the sky fall down or did you manage to survive unscathed ?

 

I did my 1st rear differential fluid swap at around 80k miles on my gen3 (purchased 1/11/22) circa march 2024
Here is a pic of the drain plug with metal shaving

Since then I have put another 85k miles on the rear diff with no issues

So having some metal shavings on the plug on the 1st fluid swap is not a deal breaker....I did another fluid swap at 120k & found no shavings

Although the gen3 tundra has some room for improvement, mine has been good to me

The issues ive encountered
1. Air dam lock up & subsequent CEL
fixed by disconnect battery for 30 seconds
2. (2) bad coil packs
3. Rough trany downshifts also fixed by disconnecting the battery for 30 seconds
4. Throttle body failure at around 130k miles
P2119 code
5. Drivers seat cracking on the side plastic
(Started at around 130k miles)
6. A few weeks back i got a 'steering power low' message on my dash. The next day the message disappeared

So I am pretty happy with my gen3 tundra
165k on the odo atm

 

Most likely the norm across all makes, cars and trucks.

 

Two years for me will be next month on my SR5 premium. 26K and not a single complaint. MPG’s range from 20-25. Original seat plastic…no cracks. No metal in the oil filter. Rear differential has been changed. Just paste on the magnet. The front differential and xfer case haven’t been touched. Crappy wildpeaks will be changed by August since we’ll be driving to Saint George Utah from Texas.

 

Truck couldn't have cared less about those pieces. Consensus here was, normal finding. CCN should surely be aware of the occurrence of metal bits on the first diff change. Y'all gotta take what CCN says with a grain of salt. He ain't Toyota Jesus. He's a Toyota mechanic who likes having a youtube channel. The titles of the videos let you know he's down for clicks. His work is solid for sure, but his content sometimes is straight click bait.