Toyota's introduction of twin-turbocharged engines, such as the V35A-FTS 3.5L V6 in models like the Land Cruiser 300 Series (LC300), marks a significant shift from their traditionally naturally aspirated powertrains. Given their recent debut, assessing the long-term reliability of these engines involves examining early owner experiences, expert analyses, and reported issues.en.wikipedia.org**Early Owner Feedback:**Some LC300 owners have reported performance concerns. For instance, a user on the 4x4 Community Forum described experiencing engine surges and unusual noises around 2,200 rpm, leading to a noticeable flat spot during acceleration. Despite multiple visits to Toyota service centers and software updates, the issues persisted. www.4x4community.co.zaConversely, other owners have expressed confidence in the new powertrain. A member of the Land Cruiser Forum highlighted Toyota's extensive experience with hybrid technology and noted the absence of widespread issues with the V35A-FTS engine in various models. autoexpert.com.auen.wikipedia.org**Expert Analyses:**Some automotive experts have raised concerns about the "hot vee" design of the V35A-FTS engine, where the exhaust manifolds and turbochargers are positioned within the engine's V-shape. This configuration can lead to increased thermal stress, potentially affecting long-term reliability. autoexpert.com.au**Reported Issues:**There have been reports of main bearing failures in vehicles equipped with the V35A-FTS engine, occurring at mileages as low as 27,000 km. Additionally, some owners have noted excessive oil consumption and overheating, particularly under strenuous conditions like desert driving. en.wikipedia.orgwww.reddit.com**Comparison with Naturally Aspirated Engines:**Toyota's naturally aspirated engines, such as the 1GR-FE 4.0L V6, have established reputations for durability and longevity, often exceeding 300,000 km with minimal issues. The increased complexity of twin-turbocharged engines introduces more components that could potentially fail, leading to concerns about whether they can match the long-term reliability of their predecessors.Summary of Known Issues:
| Issue | Affected Models | Typical Mileage of Occurrence |
|---|---|---|
| Turbocharger bearing failures | LC300, Tundra | ~27,000 km |
| Excessive oil consumption/overheating | LC300 | Varies |
| Acceleration flat spots/surging | LC300 | ~2,200 rpm |
| **Conclusion:**While Toyota's new twin-turbo engines offer improved performance and efficiency, their long-term reliability remains under scrutiny due to their recent introduction. Early reports indicate some issues, but it's essential to consider that new engine designs often undergo refinements over time. Prospective buyers should monitor ongoing feedback and consider extended warranties for added assurance.Warranty Concerns for Modified LandCruiserswww.news.com.au |
Reliability of Toyota’s New Twin‑Turbo 3.5L V6 (i‑Force) Engines
Toyota’s 3.5L twin-turbo V6 (left) has replaced the venerable 5.7L V8 in models like the new Tundra and Sequoia (right). This downsized, high-tech engine offers more power and efficiency, but its long-term reliability is under close scrutiny_www.jalopnik.com__www.guideautoweb.com._
Introduction
Toyota’s latest 3.5-liter twin-turbocharged V6 – known as the i‑Force in the 2022+ Tundra and the hybrid-assisted i‑Force MAX in the Tundra Hybrid and 2023+ Sequoia – represents a major shift for a brand famous for bulletproof naturally aspirated engines. This V6 (code V35A-FTS) debuted in Lexus models and then replaced Toyota’s legendary V8s (like the 5.7L 3UR-FE V8) across the lineupwww.jalopnik.com. Enthusiasts and owners have been keenly interested in whether this new twin-turbo powerplant can uphold Toyota’s reputation for reliability. Below, we compile early owner feedback, expert mechanic evaluations, recall data, and reported issues to assess how these new engines are performing and how they compare to Toyota’s historically reliable naturally aspirated engines.
Early Owner Experiences and Feedback
Early owner reviews of the new twin-turbo V6 engines have been mixed, reflecting both excitement and a few frustrations. Many owners praise the engine’s performance improvements over the old V8 – noting strong acceleration, abundant torque, and improved fuel economy. For example, one long-time Tundra owner reported that the 2022 Tundra “has better gas mileage, more power” and that they are “very pleased” with the truck so farwww.cars.com. Indeed, the twin-turbo V6 produces up to 389–409 hp (depending on model) with 479 lb‑ft of torque, notably higher output than the previous 381 hp/401 lb‑ft 5.7L V8, while also delivering several MPG better fuel efficiencywww.jalopnik.com. Owners appreciate the smoother ride and strong towing performance, and many have accumulated the first 10–20,000 miles with no significant problems to report. In forums, some 2022 Tundra drivers have chimed in to say their trucks have “had no issues” through the first year of usewww.tundras.comwww.reddit.com.
However, a subset of early adopters did encounter problems that tempered their enthusiasm. On Tundra owner forums and social media, reports emerged in 2022 of brand-new trucks suddenly illuminating warning lights and going into “limp mode”, drastically cutting engine powerwww.tundras.com. In one dramatic case, an owner saw the check-engine light and loss of power just 12 hours after driving off the lot; his 2022 Tundra sat at the dealer for nearly two months awaiting repairs (with Toyota providing loaner vehicles during the downtime)www.torquenews.com. Other owners have described multiple dealer visits for engine-related warning lights or perceived turbo issues early on. While these incidents were frustrating for the affected owners, it’s important to note they were relatively isolated. Toyota enthusiasts point out that out of roughly 100,000 new Tundras built in 2022, fewer than 100 trucks (<0.1%) experienced the much-publicized wastegate-related failure (discussed below), and no further cases were reported after Toyota corrected the supplier issuewww.motorbiscuit.comwww.motorbiscuit.com. In general, most owners who have not experienced these glitches report that the new Tundra/Sequoia feels solid and reliable so far, though many acknowledge that only time (and more miles) will tell how the twin-turbo holds up in the long runwww.tundras.com.
Expert Mechanic Evaluations
Mechanics and experts have also weighed in on the new twin-turbo V6’s reliability. A comprehensive analysis by The Drive noted that Toyota fans initially had “huge reliability concerns” about replacing the proven V8 with a complex turbo V6, and that a “swath of issues” in the first two years called Toyota’s famed Quality-Durability-Reliability (QDR) into questionwww.thedrive.com. To investigate, The Drive consulted an SAE technical paper on the V35A-FTS design and spoke with a 20-year Lexus master technician. That Lexus tech reported that in two decades of servicing Toyota/Lexus V8 engines he’d almost never seen a main bearing failure – yet by 2023 he had already encountered three cases of main bearing failure in the new twin-turbo V6 (all in low-mileage Lexus LX600 SUVs)www.thedrive.com. He also noted the same issue had appeared in some Tundra pickups, indicating a concerning trend of bottom-end bearing problems in these new engineswww.thedrive.com. This expert insight aligned with what some Toyota dealers were seeing and would eventually lead to a major recall (discussed in the next section).
On the other hand, mechanics also emphasize that Toyota engineered this V6 for durability on paper. The V35A-FTS uses forged steel crankshafts, metal overlay main bearings, and a ladder-frame main bearing cap structure – upgrades intended “to support high load and high-speed driving” and maintain strength despite the engine’s high outputwww.thedrive.com. Toyota’s engineers, including the Lexus GX’s chief engineer, have publicly stated they took measures to ensure the twin-turbo’s longevity. For instance, the engine employs a high-speed combustion process with optimized intake port angles to achieve high thermal efficiency (up to 37%) and avoid the excessive heat or knock that can plague high-output engineswww.thedrive.com. In theory, Toyota “promises that you can have your cake and eat it too” – i.e. enjoy the V6’s much higher specific power without sacrificing reliabilitywww.thedrive.com. Some veteran Toyota mechanics (such as those on YouTube and forums) note that turbocharged engines demand good maintenance – “Turbos put more strain on oil, so someone that doesn’t change their oil frequently can cause problems,” one user noted, advising owners to be diligent with servicewww.reddit.com. Overall, the expert consensus is that the new V6 is technically well-designed but had some early quality control missteps. Many are withholding final judgment: it’s “too early… to reach clear conclusions” on long-term reliability, as The Drive observes, and technicians and owners alike are keeping a close eye on how this engine performs as mileage accumulateswww.thedrive.com.
Known Issues and Recalls
Even with only a couple of years on the road, Toyota’s twin-turbo 3.5L V6 has experienced a few notable issues – some minor, and one quite major – that have prompted manufacturer action. Toyota’s response to these problems has been proactive, including supplier changes and recalls, reflecting how seriously the company takes any reliability concerns in a new powertrain. Below we summarize the key issues reported so far, the models affected, and typical mileage when the problems have occurred:
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Turbocharger Wastegate Actuator Failures (Limp Mode) – Early-production 2022 Tundras saw a number of failures of the turbo wastegate actuator. The wastegate is a valve that prevents excess turbo boost; if it malfunctions, the engine computer detects the overboost risk and triggers “Reduced Power” limp mode to protect the enginewww.tundras.com. Owners who encountered this suddenly found their new truck unable to accelerate normally, often accompanied by multiple warning lights on the dashwww.tundras.com. In most cases the fix was to replace the faulty wastegate actuator (a small electronic part on the turbo) under warranty. About ~40–100 instances were reported (mostly in 2022 Tundras) before Toyota identified the root cause and changed the actuator supplierwww.motorbiscuit.comwww.motorbiscuit.com. Notably, once the supplier change was made, no further wastegate failures have been reported in 2023+ modelswww.motorbiscuit.com. This issue tended to occur almost immediately (often within the first few hundred miles). Toyota did not issue a formal recall for this, but dealers were aware of the symptom and fixed affected trucks case-by-case.
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Engine Main Bearing Failure (Machining Debris) – A more serious issue was discovered in some 2022–2023 Tundra and Lexus LX engines: contamination left over from manufacturing. In mid-2023, an investigation (spurred by owner complaints of engine knocking and stalling) revealed that metal shavings or debris from the machining process were inadvertently left inside certain engineswww.jalopnik.comwww.guideautoweb.com. Over time, this debris could circulate and lodge in the crankshaft main bearings, causing oil starvation and bearing failure. Symptoms include engine knock, rough running, or even a sudden engine shutdown/loss of powerwww.guideautoweb.com. Unlike the wastegate glitch, this defect could lead to catastrophic engine damage. In response, Toyota announced a major recall in May 2024 covering roughly 102,000 vehicles – specifically, 2022–2023 Tundras (non-hybrid) and 2022–2023 Lexus LX600 SUVs – to replace the entire engine if it potentially contains these contaminated bearingswww.thedrive.comwww.jalopnik.com. Rather than attempt an in-frame repair, Toyota decided to swap in brand-new engines for all affected units, effectively “resetting the clock” for ownerswww.reddit.comwww.guideautoweb.com. The hybrid i‑Force MAX variant was not included in this recall (nor were any 2024 models), suggesting that the issue was isolated to a specific production period and was resolved at the factory by late 2023www.guideautoweb.com. Most of these bearing failures occurred at relatively low mileage (often around 5,000–15,000 miles) before the engines had much time to accumulate wearwww.thedrive.com.
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Other Reported Issues – Outside of the engine itself, the new Tundra/Sequoia platform had a few launch-year kinks (for example, a recall on certain 2023–2024 trucks for a transmission software glitch that could allow unintended rolling in Neutralwww.guideautoweb.com). A handful of owners have also mentioned minor leaks (like a leaky CV boot at ~10K miles) or electronic gremlins (errant warning lights)www.edmunds.com. These appear to be isolated and not engine-specific. So far, no pervasive problems like excessive oil consumption or turbocharger failure (beyond the wastegate actuators) have been observed in the twin-turbo V6. The table below summarizes the known issues with the i-Force 3.5L twin-turbo V6 to date: | Issue | Models Affected | Typical Mileage of Occurrence | | --- | --- | --- | | Turbo Wastegate Actuator Failure – Turbo control fault causing limp mode and check-engine lights (fixed by replacing actuator). | 2022 Tundra (early production). Few if any cases in 2023 models after supplier fix. | Very low mileage (often <1,000 miles; some failures within days of delivery)www.torquenews.comwww.motorbiscuit.com. | | Main Bearing Failure (Machining Debris) – Engine assembly debris leading to oil starvation of crank bearings, causing knocking or engine stall. | 2022–2023 Tundra (3.5L gas engine); 2022–2023 Lexus LX600 (3.5L). Hybrid models (i‑Force MAX) not affectedwww.guideautoweb.com. | Low mileage (typically in first 5k–15k miles before failure noticed)www.thedrive.comwww.thedrive.com. Engine recall issued to prevent long-term failures. | Table: Key reliability issues reported for Toyota’s 3.5L twin-turbo V6, with affected models and mileage when problems tend to appear.
Performance and Comparison to Toyota’s Older Engines
Toyota’s move from a brawny naturally aspirated V8 to a smaller twin-turbo V6 was driven by performance and efficiency gains, but it also marks a philosophical shift in engineering. The new 3.5L twin-turbo (V35A-FTS) undeniably outperforms the old 5.7L V8 on paper – it produces about 20% more torque (479 lb‑ft vs 401 lb‑ft) and significantly more horsepower, enabling quicker acceleration and higher towing capacity in the Tundrawww.thedrive.comwww.thedrive.com. It also achieves better fuel economy; for example, the 4×4 Tundra’s EPA ratings jumped from around 13/17 MPG (city/highway) with the V8 to roughly 17/22 MPG with the twin-turbo V6. Early testers have praised the i-Force V6’s broad, effortless torque curve – thanks to those turbos, it delivers strong low-end punch that a naturally aspirated engine of similar size couldn’t match. One forum member enthused that the 3.5TT “pulls so much stronger than prior gens… in sport mode it absolutely rips,” making the big truck feel unexpectedly quickwww.clublexus.com.
That said, longtime Toyota drivers note some subjective differences compared to the old V8 experience. The twin-turbo V6 is very refined but lacks the “intoxicating rumble” and character of the departed V8forum.ih8mud.comforum.ih8mud.com. Some owners miss the immediate throttle response and simplicity of the naturally aspirated 5.7 (which had no turbos to spool up). Toyota even pipes in a bit of synthesized engine sound on the new Tundra to simulate the V8 growl, though this can be disabledwww.tundras.com. In terms of drivability, once early software updates were applied, most find the new 10-speed automatic pairs well with the turbo V6, delivering smooth power. A few have mentioned minor turbo lag or transmission hunting at low speeds, but overall the consensus is that the new powertrain is a net improvement in performance.
Where the comparison really gets interesting is in the realm of long-term durability. Toyota’s older truck engines (like the 5.7L and 4.7L V8s, or the 4.0L V6) were famously under-stressed, often lasting 200–300k miles with minimal trouble. They used simpler designs with fewer failure points – no turbos, no high-pressure direct injection – and Toyota could overbuild components because fuel economy and output targets were lower a decade ago. As The Drive explains, those old Toyota engines lasted forever largely because their parts were “overbuilt and under-stressed”www.thedrive.com. On the surface, a downsized 3.4–3.5L V6 cranking out nearly 500 lb‑ft (with the help of turbos) appears to be the opposite philosophy – more heat, pressure, and complexity packed into a smaller blockwww.thedrive.com. This naturally raises the question: can the new twin-turbo match the legendary reliability of Toyota’s naturally aspirated mills?
Early indications show a mixed picture. In its first year, the new Tundra landed at the bottom of Toyota’s lineup in Consumer Reports’ reliability survey – rated “below average,” making it the least reliable Toyota model for 2022www.tundras.com. This was a stark contrast to the outgoing generation Tundra, which had years of above-average reliability. The lower rating was expected for a completely redesigned truck with an all-new engine, and indeed CR’s prediction was validated by the issues (wastegate, early engine failures) that surfaced. By 2024, Toyota’s reputation took “a hit” due to these problems, as media outlets noted, although the company’s swift action to fix them has been praisedwww.guideautoweb.com. It’s worth highlighting that the nature of the twin-turbo V6’s troubles so far have been manufacturing and supplier-related, rather than fundamental design flaws. Once an owner gets an engine free of debris and equipped with updated turbo components, there’s reason to believe the V6 can be very robust. The internal design includes features to mitigate typical turbo-engine issues – for instance, dual injection (port and direct) to prevent carbon buildup on valves, water-cooled exhaust manifolds to control turbo temperatures, and a balanced under-square configuration for durability and torquewww.motorreviewer.comwww.thedrive.com. These are all aimed at ensuring the new engine can run hard yet remain reliable.
Toyota itself appears confident: the twin-turbo V6 (and its hybrid variant) is now the sole engine across the Land Cruiser/LX, Tundra/Sequoia, and even the new Lexus GX 550, indicating Toyota is all-in on this powertrain. In real-world use, many owners have put tens of thousands of miles on their 3.5L twin-turbo trucks without hiccups, attesting that when no defects are present, the engine behaves as one would expect from a Toyota. As one Lexus master mechanic on ClubLexus bluntly put it regarding the new LX600 with this engine: “Not on the recall list…zero issues. I’m not anticipating any problems”www.clublexus.com.
Conclusion and Outlook
In summary, Toyota’s new twin-turbo 3.5L V6 (i-Force/i-Force MAX) has delivered on its promises of greater power and efficiency, but its early reliability record has been bumpier than the rock-solid naturally aspirated engines Toyota fans are used to. The engine’s first two years saw a couple of significant issues – a batch of bad turbo wastegate actuators and a manufacturing debris flaw – which led to warranty repairs and a large recall campaign. These problems gave fodder to skeptics who suspected a turbo V6 could never be as reliable as Toyota’s old-school V8swww.reddit.com. However, Toyota has addressed these issues head-on (even replacing entire engines en masse to make things rightwww.thedrive.comwww.guideautoweb.com), and late-2023/2024 production models have updates that appear to have resolved the known failure modes.
It is still early days for this engine’s lifespan – most examples in Tundras and Sequoias are well under 50,000 miles as of 2025 – so definitive judgments should be cautious. Long-term reliability will ultimately be proven as more owners accumulate high mileage. The encouraging news is that aside from the initial batch of defects, there haven’t been new systemic issues emerging. The twin-turbo design will require owners to stay on top of maintenance (quality oil changes, etc.), but if cared for properly, it may well deliver the durability that Toyota’s badge promises. In the coming years we’ll see if the V35A-FTS can rack up the hundreds of thousands of trouble-free miles that the old V8s routinely did. For now, early data shows a few wrinkles that needed ironing out, but also many satisfied owners enjoying a stout, modern engine. As one automotive outlet noted, replacing the 5.7L V8 with this turbo V6 was “an easy decision” for Toyota from a performance standpoint – the hope is that, after these initial fixes, the new engine will earn the same sterling reputation for reliability that the old one hadwww.guideautoweb.comwww.guideautoweb.com. Time and continued owner reports will ultimately tell if Toyota’s gamble on turbo power maintains the company’s gold standard for longevity.