2000-2025 Toyota Tundra Problems: 20 Known Issues

Toyota recalled approximately 98,568 Tundras with the new 3.4L twin-turbocharged V6 engine due to machining debris left in the engines during production. This debris can damage the crankshaft bearings, leading to engine knock, rough running, no-start conditions, and sudden loss of power while driving at highway speeds. The recall (24V381) was later expanded by 25V767 to cover 2024 model-year trucks; hybrid i-FORCE MAX Tundras are not included.

Third-generation Tundras with the V35A-FTS twin-turbo V6 (both gas and i-FORCE MAX hybrid) commonly throw boost/wastegate fault codes due to failure of the electronic wastegate actuators integrated into the turbo housings. Early 2022 builds were affected by a bad batch of actuators with an internal electrical fault; thermal cycling also fatigues the actuator over time. When the actuator binds or its circuit fails, the ECU cuts boost and drops the engine into reduced-power/limp mode. Because the actuator is part of the turbo housing, Toyota's initial procedure required replacing the entire turbocharger — an extremely labor-intensive job that can require pulling the cab. This is a distinct, separate failure from the metal-debris main-bearing engine-replacement recall.

The 5.7L iForce V8 engine is known for developing oil leaks at the cam tower due to Toyota's use of gray RTV silicone sealant instead of a proper gasket from the factory. The sealant degrades over time, particularly at the rear of the cam towers where the engine is slanted.

The secondary air injection pump is prone to failure due to water intrusion. The electric motor is located in the wheel well with moisture exposure, and the rubber boot covering the motor traps water, causing the pump to short circuit. This triggers check engine lights with codes P2440, P2443, P2445, P2447, P0418, or P0419. Some vehicles may enter limp mode.

Toyota Tundra V8 engines are prone to exhaust manifold cracking, particularly on the driver side where the air injection tube weld enters the manifold. Additionally, exhaust manifold bolts can corrode and break, causing exhaust leaks. The ticking noise is most noticeable at cold startup.

The 5.7L V8 water pump is prone to premature failure, often occurring between 40,000-70,000 miles. The water pump uses a spring-loaded seal that can fail, and internal bearing failure is common. If not addressed, this can lead to engine overheating and severe damage.

The 5.7L 3UR-FE is known to develop elevated oil consumption as it accumulates miles, driven by coking/sticking of the piston oil-control rings. Owners report needing to top off oil between changes, with consumption tending to worsen over time. While many trucks consume modest amounts, higher-mileage examples can burn enough oil to risk a low-oil condition and accelerate VVT-i wear if not monitored. Extended drain intervals and conventional oil accelerate the ring coking.

Tundras with Toyota's VVT-i system can produce a brief (~1 second) rattle or knock at cold start. The cause is the intake-side VVT 'cam gear' (variable cam timing actuator): when oil drains back out of the VVT unit overnight, the lock pin is disengaged and the internal components impact the housing during initial cranking before oil pressure refills the unit. Toyota addressed the condition with TSBs and revised cam-gear/actuator designs on affected engines. While brief rattle is usually benign, severe cases can let the VVT housing and sprocket separate, causing the engine to stop.

Toyota issued multiple safety recalls (Recall 50J for 2002-early 2004 Tundra/Sequoia and Recall 70B for 2004-2006 Tundra and 2004-2007 Sequoia, about 533,000 vehicles) for front suspension lower ball joint issues. A manufacturing defect caused the ball surface to be scratched, leading to excessive wear and looseness. In extreme cases, the lower ball joint can separate from the knuckle, causing complete loss of steering control.

Toyota recalled certain 2007-2021 Tundra vehicles (about 22,000 Tundra and Sequoia units in total) because the power steering gear assembly may have been manufactured incorrectly, which can cause oil leaks. When power steering fluid leaks from the assembly, it can result in sudden loss of power steering assist while driving.

Third-generation Tundras optioned with the rear Load-Leveling Rear Height Control air suspension have generated repeated owner complaints of a harsh, crashy ride and of the rear end bottoming out over bumps, with some owners returning to the dealer multiple times for the same concern. Compared with the coil/leaf setups, the air system's calibration and tuning on early trucks left many owners feeling the truck rides rough or fails to absorb impacts, and aftermarket leveling kits can further disrupt the system.

The driver's-side power window master switch on second-generation Tundras was assembled with insufficient lubricating grease on the sliding electrical contacts. Over time the contacts can wear, arc, overheat, melt the switch housing, and in some cases produce smoke or fire. Toyota included the Tundra in a massive multi-model recall covering roughly 6.5 million vehicles globally (about 2 million U.S. units across affected models), and acknowledged numerous incidents of switches or doors burning. Owners report the switch melting, the window operating erratically, or a burning-plastic smell at the driver's door.

On the 4.6L and 5.7L V8 Tundras the starter is mounted low on the passenger side of the block beneath the exhaust manifold rather than in an easy-to-reach spot on the bellhousing. When the starter wears out (worn solenoid contacts/brushes) the symptom is a click or no-crank/intermittent crank, and the repair is labor-intensive because heat shields and exhaust components (sometimes the exhaust manifold) must be removed to reach it from underneath. This drives repair cost well above a typical starter job.

The Audio Multimedia head unit introduced on the third-generation Tundra has well-documented software bugs: the screen freezes shortly after startup (often showing a frozen map), goes black on its own, spontaneously reboots, or gets stuck in a loop repeatedly demanding a Connected Services PIN that the app can't supply. This interrupts navigation, audio, CarPlay/Android Auto, and climate controls. It is a software/account-provisioning issue rather than a hardware defect for most owners.

Toyota Tundra trucks from 2000-2008 are affected by a widespread frame rust issue, particularly in regions where corrosive road salt is used. The frames develop excessive rust on the rear cross member. This can lead to spare tire separation, compromised brake lines, and damage to the proportioning valve. In 2016 Toyota agreed to a class-action settlement valued at up to $3.4 billion covering 2007-2008 Tundras (along with Tacoma and Sequoia models).

Tundra owners report the panoramic/glass moonroof suddenly shattering or 'exploding' with a loud shotgun-like bang, sometimes while driving at highway speed and sometimes while parked, with no impact. Tempered panoramic glass under thermal/installation stress is prone to this failure mode, which has generated NHTSA complaints and class-action litigation across many Toyota models. Replacement is costly because it often requires removing the headliner and moonroof rails, and Toyota frequently denies warranty coverage by attributing the break to an outside object.

Third-generation Tundras equipped with the multimedia center display (notably the 14-inch unit) can suffer a software fault that causes the screen to go half-green, full-green, or full-black. If this happens while in reverse, the rear/backup camera image fails to display, violating FMVSS 111 and increasing crash risk. Toyota issued a recall in October 2025 covering roughly 394,000 Tundra/Sequoia units (2022-2025), and a further January 2026 recall covering about 161,000-162,000 2024-2025 Tundra/Tundra Hybrid trucks for the display becoming stuck on a black image. Owners also report general infotainment freezes tied to the same system.

Payload numbers matter more on a full-size pickup than on almost anything else Toyota sells, and this recall targets exactly that. Gulf States Toyota recalled certain 2023-2024 Tundra and Tundra Hybrid trucks equipped with GST accessories because the load carrying capacity modification label may display inaccurate added weight values. Since that label is what tells a Tundra owner how much capacity the dealer-installed accessories consumed, an incorrect value makes the truck non-compliant with Federal Motor Vehicle Safety Standard No. 110, "Tire Selection and Rims." NHTSA's stated consequence is direct: a vehicle with an incorrect maximum capacity weight value may be overloaded, which can increase crash risk. The 33,848 units cited by NHTSA is the size of the whole campaign across all included Toyota models.

Tundras built with certain Denso low-pressure (in-tank) fuel pumps have a defectively designed plastic impeller that can absorb fuel, swell/deform, and strike the pump housing — causing the pump to seize. The result is hard starting, rough running, illuminated warning lights, and engine stalling, including potentially at speed, which is a crash risk. Toyota recalled millions of Toyota/Lexus vehicles (pump part numbers beginning 23220/23221) starting January 2020 and expanded it repeatedly; affected Tundra model years are 2018-2020 (recalls 20V-012 and 20V-682, plus Customer Support Program 23TE05). A class-action settlement created a Customer Support Program extending coverage to 15 years from original sale for fuel-pump repairs.

Second-generation Tundras with the AB60E/AB60F 6-speed automatic commonly develop a torque-converter clutch (TCC) shudder felt as a vibration or 'rumble strip' sensation during light-to-moderate acceleration, typically between roughly 20-45 mph as the converter clutch tries to lock up. Toyota acknowledged the condition in TSB TC018-07 for 2007-2008 trucks. In that TSB, Toyota addressed the original torque converter design and released a redesigned converter. A worn torque-converter clutch and wear in the valve body TCC control valves also contribute, often aggravated by using fluid other than Toyota WS or by long fluid-change intervals. Left unaddressed, the slipping clutch contaminates the fluid and can damage the rest of the transmission. Common stored codes are P0741 (TCC stuck off) and P2757 (TCC pressure control).