2000-2026 Toyota Tacoma Problems: 39 Known Issues

Oil can leak from the joint where the rear differential carrier assembles to the rear axle housing because sealing-surface contact variation can degrade the gasket seal and allow the carrier-to-housing nuts to loosen (the recall re-torque specification is 18 ft-lbs). If the truck keeps being driven while leaking, the differential loses lubricant, which produces noise, reduced propulsion, and in worst cases the differential can seize - causing loss of vehicle control. Toyota filed the Defect Information Report on April 27, 2017 and recalled roughly 228,000 2016-2017 Tacomas under its internal designation H0G.

Weld spatter from the axle-housing supplier can sit on the seating surface of the rear axle shaft retaining nuts, so the nuts can loosen over time and fall off. A loose axle shaft can cause vibration, abnormal noise or differential oil leaks, and if an axle shaft separates, vehicle stability and braking can be affected, increasing the risk of a crash. It affects 2022-2023 Tacomas built May 2, 2022 to November 21, 2023 with specific welded-on rear axle housings from one supplier (NHTSA 24V-152, Toyota 24TA05/24TB05; about 381,199 trucks listed, not all of which have the defect). Check your VIN.

Certain 2025 Tacoma and Tacoma Hybrid 4WD trucks have front-driveshaft constant-velocity (CV) joints whose ball cages (which retain the front bearing sub-assembly) were manufactured by GKN Driveline from incorrect material. The cages can deform or break under load. A failed front-driveshaft joint can affect steering and transmission operation; on full-time 4WD models it may prevent the transmission from shifting into Park, creating a rollaway risk if the parking brake is not set. About 5,960 vehicles are affected under NHTSA 25V656000.

Some trucks with the 6-speed automatic vibrate while coasting or braking between about 30 and 10 mph; the vibration is felt in the seat, floorboard or steering wheel. The bulletin covers 2016-2023 Tacomas with the 6-speed automatic (6AT), 2WD and 4WD, except 4WD TRD Off-Road trucks built after the bulletin's 2016 production-change VINs. It does not apply to manual-transmission trucks or to trucks with an aftermarket suspension/body lift or leveling kit.

Many automatic-transmission (6AT) Tacomas exhibit a vibration felt in the seat, floor and/or steering wheel while decelerating (coasting/braking) roughly between 30 and 10 mph, and separately a distinct whine/howl from the rear of Double Cab models most noticeable at a steady ~50 mph. Toyota addressed the deceleration vibration in TSB T-SB-0124-20 (Rev1, Nov 28, 2022, covering 2016-2023 2WD and 4WD 6AT trucks), attributing it to driveline angles/leaf-spring behavior. The 50 mph whine is treated as a noise-isolation (NVH) issue, not gear failure.

The first model years of the 4.0L 1GR-FE V6 used an early head gasket design whose sealing material between the cylinder and the coolant jacket degrades over time, allowing a small coolant leak into a cylinder. The classic signature is a cold-start misfire, most often reported on cylinder 6 (other cylinders such as 5 also occur), that 'steam-cleans' the spark plug and sets a cylinder-specific misfire code such as P0306, together with slow coolant loss from the reservoir (owners report topping off every few weeks) and a gurgling sound from the heater core on startup. Because the leak is small early on, it is frequently misdiagnosed as a bad coil or plug before the head gasket is identified. Left unaddressed it progresses to overheating and possible head/block damage.

Tacomas with the 1GR-FE 4.0L V6 are known for failures of the secondary air injection system, including the air pump and switching valves. Moisture intrusion and valve sticking can trigger check-engine lights and force the truck into reduced-power or limp mode. Owners frequently report sudden loss of acceleration along with expensive dealer repair estimates, because Toyota's fix replaces the air pump and both switching valves together.

Owners report engine oil seeping from the front timing chain cover of the 3.5L V6, most often noticed on the passenger side at the front of the engine. Some describe a slow seep; others had the cover resealed by a dealer. It affects third-generation (2016-2023) Tacomas with the 3.5L 2GR-FKS V6. The cited owner reports come from 2016, 2017, 2020, 2022 and 2023 trucks, with the leak noticed at 4,500 miles on a 2023, 30,000 miles on a 2020, 37,000 miles on a 2022 and 58,000 miles on a 2017.

Some 2016-2018 Tacomas with the 2GR-FKS 3.5L V6 develop an engine oil leak originating at the camshaft sensor bolt holes in the valley of the engine, caused by an inadequate seal at the camshaft housing. Toyota addressed it in TSB T-SB-0073-18 (and dealer tech tips), which applies to Tacoma engines produced before production-change engine number 2GR M352598; engines from that number on have the updated camshaft housing from the factory. This is a distinct leak path from the 2GR-FKS timing-chain-cover oil leak; it weeps from the top-center valley/cam sensor area, can drip onto hot components, and may be mistaken for a valve-cover or rear-main leak.

On the second-generation Tacoma 4.0L 1GR-FE V6, owners report P0011 (Bank 1 intake camshaft timing over-advanced) with rough running that cleared after the Bank 1 camshaft timing oil control valve was replaced. It affects 2005-2015 Tacomas with the 4.0L 1GR-FE V6; the owner reports linked here are from 2012 and 2013 trucks.

Multiple 2nd-generation Tacoma owners report a brake pedal that slowly sinks to the floor or feels spongy even after bleeding, often traced to internal bypass failure in the brake master cylinder. Owner complaints describe reduced stopping confidence without obvious external fluid leaks. The problem can be intermittent at first, then worsen as the internal seals wear and fluid bypasses inside the cylinder.

On 4th-generation Tacomas, insufficient clearance between the rear brake hose and the wheel allows mud and dirt to pack inside the rear wheel and abrade the brake hose. Over time the hose can be damaged and leak brake fluid, reducing braking performance and increasing crash risk. Toyota initially recalled ~106,000 4WD trucks (16-inch rear brakes with 17-inch wheels) under NHTSA 25V058000, then expanded it in July 2025 to certain 2WD and additional 4WD trucks with 16-inch brakes and 17- or 18-inch wheels, bringing the U.S. population to roughly 222,000 vehicles.

Early-production 4th-generation Tacomas with the 8-speed automatic transmission can suffer internal failure of the torque converter clutch actuator or pressure-control solenoids, often at very low mileage (some under 15,000 miles). Owners report harsh 1st-to-3rd-gear jerking, slipping, lunging, the truck dropping into neutral or getting stuck in gear, and sudden loss of drive. Toyota traced the cause to a stuck pressure-control solenoid actuator or torque-converter-clutch actuator (with manufacturing debris suspected) and issued TSB T-SB-0076-24, superseded by T-SB-0094-24 which added the Hybrid (i-FORCE MAX). The fix is not a calibration but a complete transmission and torque-converter replacement.

Third-generation Tacomas with the 3.5L 2GR-FKS V6 and the AC60 6-speed automatic exhibit poor shift quality: constant gear 'hunting' between 4th/5th/6th on the highway and on slight grades, harsh/clunky 1st-to-2nd upshifts, delayed engagement from Park-to-Drive or Reverse-to-Drive, and surging/lurching at low speed (notably worse when cold). The transmission is mechanically sound (shared with other Toyota models); the root cause is a factory ECM shift calibration combined with frequently-low transmission fluid from the factory. CarComplaints logged 25+ shifting complaints for 2017 alone, with an average reporting mileage around 7,350 miles, indicating the behavior appears almost immediately.

Owners report the 6-speed automatic shifting up and down often, upshifting early, or not shifting into 6th, especially on cruise control and on the highway. It affects 2020-2023 Tacomas with the 6-speed automatic (AC60). The owner reports linked here are from 2021 and 2022 trucks. One 2021 owner noticed it at about 10,000 miles.

Owners of manual-transmission Tacomas report occasional grinding when shifting into 3rd gear and crunchy 1-2 and 2-3 shifts. It affects third-generation (2016-2023) Tacomas with a manual transmission (the 6-speed RC62F with the V6, or the 5-speed on 2016-2017 2.7L trucks). The owner reports linked here are from 2017 and 2018 trucks. Owners noticed it at 2,000 miles on a 2018, 3,500 miles on a 2017 and 8,000 km (about 5,000 miles) on a 2017.

Late first-generation Tacomas had a well-documented problem with front lower ball joints wearing prematurely and, in some cases, separating from the steering knuckle. When this happens, the front wheel can fold outward, causing sudden loss of steering control and major suspension damage. The issue was serious enough to trigger a Toyota safety recall (NHTSA 05V225, Toyota recall 50J, covering 4WD and PreRunner models) and is widely discussed in owner communities and NHTSA complaints.

Second-generation Tacoma owners frequently report front wheel bearing wear that starts as a low humming or growling noise and can progress to looseness, vibration, and ABS sensor issues because the sensor tone ring is integrated with the hub assembly. Heavier tires, off-road use, and added front-end load appear to accelerate failure on some trucks. The issue is widely discussed in Tacoma forums and commonly seen in repair shops.

Owners report a squeak or creak from the rear leaf springs when going over bumps, pulling away or loading the bed. It affects third-generation (2016-2023) Toyota Tacomas. Toyota bulletin T-SB-0273-17 covered this squeak only on 2016-2018 trucks built before a 2018 production change; the owner reports linked here include a 2018 truck whose squeak continued after the bulletin pads and a stock-height 2021 truck.

One or more spot welds that hold the rear seat's upper child seat (tether) anchors to the back panel may be insufficient, so the anchors may not meet the minimum strength required by FMVSS 225. An insufficient weld may prevent a child seat from being anchored securely and may let it move during a sudden stop or crash, increasing the risk of injury. It affects certain 2022-2023 Tacomas built October 21, 2021 to May 28, 2022 (NHTSA 22V-520, Toyota 22TA09; about 75,316 trucks listed, of which Toyota estimates about 5% have an insufficient weld). Check your VIN.

Second-generation Tacomas commonly develop failure of the steering wheel spiral cable, also called the clock spring. Owners report the airbag warning light turning on along with loss of horn, cruise control, or steering wheel audio controls because the ribbon cable inside the assembly breaks with repeated wheel rotation. Toyota recalled about 495,000 2005-2009 Tacomas built September 14, 2004 through August 29, 2008 for this condition (NHTSA 12V092000), and the problem is widely documented in owner forums and complaint databases, including on trucks outside the recall.

Gulf States Toyota recalled certain 2024 Tacoma and Tacoma Hybrid pickups fitted with GST accessories because the load carrying capacity modification label may display inaccurate added weight values. That label is what a Tacoma owner reads to know how much payload the distributor-added equipment already used up, so an incorrect entry puts the truck out of compliance with Federal Motor Vehicle Safety Standard No. 110, "Tire Selection and Rims." Per NHTSA, a vehicle showing an incorrect maximum capacity weight value may be overloaded, which can increase the risk of a crash. NHTSA's count of 33,848 vehicles covers the whole campaign, across every Toyota model in it.

Owners of 2019-2021 Tacomas report rust appearing on the frame within the first years, mostly at the welds and seams, where it bleeds out from between layers of metal. It affects third-generation (2016-2023) Toyota Tacomas, especially trucks driven on salted roads. The owner reports linked here are from 2019 and 2021 trucks. Toyota campaign K0D (frame inspection and corrosion-resistant compound for certain 2011-2017 Tacomas built through early June 2017 in cold-climate states, so it included some 2016-2017 trucks) has expired; the last regional deadline was October 31, 2023. Toyota tied it to Customer Support Program ZKA, frame coverage counted as 12 years from the date of first use, which a truck keeps only if its K0D remedy was done before K0D expired.

Owners of 4th-generation Tacomas equipped with the power sliding rear window report rattling from the window assembly or its operating cables (often relieved by cracking the window slightly, indicating an adjustment is needed). Separately, there have been isolated reports of the rear tempered glass shattering without an obvious impact, sometimes triggered by closing a door, pointing to stress concentration or a glass manufacturing defect. No NHTSA recall exists for this component as of mid-2026.

4th-gen Tacomas fitted with the factory accessory roof rack (common on Trailhunter and trucks with the OEM rack) develop an abnormal vibration and droning/wind noise at highway speed, typically noticeable above ~60-70 mph and worse in crosswinds. The complaint became widespread enough that Toyota issued TSB T-SB-0016-25 ('Abnormal Vibration From Accessory Roof Rack'). The vibration is a resonance in the rack mounting rather than a tire-balance issue, and it is distinct from the separately-documented 4th-gen door wind-noise complaint.

A very common Tacoma problem is a broken plastic tailgate handle or stretched/bound latch rods that leave the tailgate stuck shut or unable to latch properly. Owners frequently report the handle feeling loose or snapping internally, especially in cold weather or after repeated use. The issue is well documented in owner forums and repair databases, and many trucks need the handle assembly replaced more than once.

Factory 040 Super White paint can peel along the exterior door window frames, the front inner fender edges seen with the hood open, and the A-pillars, exposing the layer underneath. It affects certain 2016-2022 Tacoma Double Cab trucks in 040 Super White built at a specific plant from early September 2015 to late September 2021 (Toyota Customer Support Program 23TE08, about 142,460 trucks). 2022 trucks built after late September 2021 are outside the program.

Owners of early third-gen Tacomas report the battery going dead after the truck sits a few days, often replacing the (relatively small factory) battery multiple times before the real cause is found. A commonly identified culprit is excess key-off current draw traced to the ECU-B (No.3) fuse circuit feeding the Main Body ECU; other contributors include a sticking door/tailgate/courtesy-light switch keeping a lamp on, aftermarket accessories (alarms, dashcams, lighting), or a failing alternator diode that bleeds the battery. The factory battery's modest reserve capacity makes the truck especially sensitive to any small parasitic draw.

Some second-generation Tacoma owners report intermittent failure of the combination meter, where gauges, warning lamps, or backlighting stop working or behave erratically. The problem can appear as a dead speedometer/tach, flickering cluster, or a cluster that revives after tapping the dash or cycling the key. Forum reports point to internal circuit board or solder-joint issues rather than sensor failure in many cases.

The 4th-generation Tacoma's 12.3-inch digital combination meter contains improper programming that causes the cluster's memory device to deteriorate faster than normal. Once degraded, the display can fail to show critical information at startup, including vehicle speed and the brake-system and tire-pressure warning lights, increasing crash risk. This is part of a broad Toyota campaign of ~591,377 vehicles; the 2024-2025 Tacoma is among the affected models. NHTSA campaign 25V595000 (Toyota 25TA08/25TB08). This is a distinct 4th-gen software/memory defect, separate from the older combination-meter gauge-dropout issue.

The Entune infotainment system can experience lag, freezing, and connectivity issues. Bluetooth pairing may be unreliable, and the touchscreen can become unresponsive. Navigation can crash or display outdated information.

Across both first- and second-generation Tacomas, owners commonly report coolant leaks from the radiator's plastic end tanks or the tank-to-core crimp seam as the radiator ages. The leak often starts as a pink crust or dampness near the upper tank, then progresses to visible dripping and overheating risk if ignored. This is a routine age-related Tacoma failure documented in owner forums, repair shops, and complaint databases.

Owners of third-generation V6 Tacomas report code P0128 (coolant temperature below thermostat regulating temperature) with the engine slow to warm up or running cool on the highway. One owner who replaced the thermostat found a plastic washer on the original part had dislodged and held it open. It affects third-generation (2016-2023) Tacomas with the 3.5L 2GR-FKS V6. In the linked owner reports it appeared at 14,000, 33,000 and 68,000 miles.

Many 4th-generation Tacoma owners report wind noise, whistling and rattling around the front doors and A-pillars (a whistle near the driver-side A-pillar and a rattle over the passenger-side dash have both been reported) that becomes noticeable around 50 mph and intensifies above 65 mph. No single cause has been confirmed: dealers have replaced cabin and roof trim pieces without curing it, and one owner largely quieted it by securing loose under-hood and under-radiator plastic panels with foam. It is an NVH/sealing quality concern rather than a safety defect, but it is widely documented across owner forums on the new platform.

Owners report back pain or discomfort from the driver seat, describing it as unsupportive; one says the lumbar area presses in the wrong place even when fully retracted. It affects third-generation (2016-2023) Toyota Tacomas. The owner reports linked here are from 2017, 2021 and 2023 trucks. This is a seat design complaint, not a defect.

The cast-iron exhaust manifolds on the 4.0L 1GR-FE V6 are prone to cracking from repeated heat cycling, with thin webs near the firewall failing first. This is a distinct mechanical failure from the well-known injector 'Taco Tick' and the secondary-air-injection problem. A cracked manifold produces a loud ticking or tapping that is worst on a cold start and may quiet as the engine warms, often with a faint exhaust smell at the firewall. Beyond the noise, the upstream exhaust leak skews the air/fuel reading, ruins fuel economy, can trip lean/misfire and oxygen-sensor codes, can cause a smog-test failure, and over time can cook the catalytic converter and exhaust valves. Owners commonly find the driver-side (left bank) manifold cracked first because of its packaging near the firewall.

Tacomas in this era commonly develop EVAP system leak faults that trigger a check engine light, often caused by a failing charcoal canister, stuck vent valve, cracked hoses, or a rusted filler neck in salt-belt trucks. Owners usually notice no drivability problem, but the truck will not pass emissions and the light often returns after a gas cap replacement. The pattern is well documented in NHTSA complaints, forum troubleshooting threads, and repair databases.

Owners of second-generation Tacomas with the 4.0L 1GR-FE V6 report code P0430 (Bank 2 catalyst efficiency below threshold), in several reports blamed on failed catalysts built into the exhaust manifolds. It affects 2005-2015 Tacomas with the 4.0L 1GR-FE V6; the owner reports linked here include 2005 and 2013 trucks.

Owners of third-generation Tacomas report a musty or mildew smell from the vents when the A/C runs. The cited owner reports come from 2018, 2019 and 2020 trucks.