Wait a couple years, your highlander will carry you. They have not been out long enough to make the call ,good or bad. My experience with turbos in the past has not been great but I get paid to fix them so... Will keep you in mind.

 

Copy that, Thank You.

 

these fools who bought 4 cyls with turbos, especially in larger cars and trucks will be freaking out with problems in the coming years.. especially those that abuse them

 

I've had a turbo 4-cyl for 3 years now. Absolutely love the low end torque. Zero issues with it. But I will say that I do change the engine oil religiously.

 

Most require a cool down step but no owner is going to do that. Oil will burn away once shut off in the super hot turbo which also contaminates the engine oil over a short time. That in itself requires frequent changes.

 

I almost died when he said I will keep you in mind.

 

No worries!

 

theres a difference between adding a turbo to an engine and designing an engine to include a turbo...
"IF" the turbo engine was designed properly and designed for forced induction, it will be every bit as reliable as a NA engine.
speaking of NA engines being more reliable, hows everyone feel about the 2AZFE engine and its catastrophic oil burning issues that often start before 100k miles...

just because an engine is NA does not mean its reliable and just because an engine has forced induction does not mean its unreliable. (just something to keep in mind)

with all that being said, i know nothing of the current turbo toyota engines. my 5vzfe has a well deserved track record for reliability and durability; my 2grfe is not far behind.
i know my old 1.8T 5V audi 4cyl is a solid engine and can take allot of punishment while still surviving. had 200,000 miles on it when i sold it. awd 6spd with the original clutch. intake and exhaust was installed and it was not driven easy. the pistons were different, the rods were different, the head was different, block was different; just about everything was modified from the factory to handle forced induction... it was everything that was connected to the engine that would fail (looking at you plastic pieces that should have been metal) lol

again, i dont know how the new toyota turbo engines are but, if you have the 2grfe, id keep that as long as possible. such a sweet engine.

 

theres a difference between adding a turbo to an engine and designing an engine to include a turbo...
"IF" the turbo engine was designed properly and designed for forced induction, it will be every bit as reliable as a NA engine.
speaking of NA engines being more reliable, hows everyone feel about the 2AZFE engine and its catastrophic oil burning issues that often start before 100k miles...

just because an engine is NA does not mean its reliable and just because an engine has forced induction does not mean its unreliable. (just something to keep in mind)

with all that being said, i know nothing of the current turbo toyota engines. my 5vzfe has a well deserved track record for reliability and durability; my 2grfe is not far behind.
i know my old 1.8T 5V audi 4cyl is a solid engine and can take allot of punishment while still surviving. had 200,000 miles on it when i sold it. awd 6spd with the original clutch. intake and exhaust was installed and it was not driven easy. the pistons were different, the rods were different, the head was different, block was different; just about everything was modified from the factory to handle forced induction... it was everything that was connected to the engine that would fail (looking at you plastic pieces that should have been metal) lol

again, i dont know how the new toyota turbo engines are but, if you have the 2grfe, id keep that as long as possible. such a sweet engine.

Thanks for the info, and yes, the 2grfe has been the best/ most reliable engine that I have ever owned. I am still reluctant to get rid of faithful 2010 highlander just because of the proven 3.5.

 

looking into the T24A engine, it appears that toyota made the move solely for emissions. id stick with the 2gr on this one... lol

 

BTW, 45 Years as a dealer tech, ASE Master, recertification, 18 yrs with GM, Master Toyota, Master Acura, Master Honda, Gold level 4 with Diamler Chrysler. Just a guy with a set of tools.

 

Yep, I'm also in the waiting group. I have a 2014 Tundra V-8 and would like to trade for a new Tundra but those twin-turbos are both exciting but worrisome. I do know one thing, if I ever DO buy a vehicle with a turbo, that oil is getting changed every 6-months or 3,000 miles, whichever comes first. Those turbo's heat up engine oil yugely so needs changing often.

 

It's worth to remember that almost all new Toyota engines had issues when introduced, and it usually has taken 2-3 years of full-scale production to identify and iron out the issues.
Toyota design philosophy is to stick to powertrains for very long time across more than one generation of vehicles, and then replace it with a completely new powertrain family designed from the ground-up. For example the V6 GR engine family was first introduced in 2002, became popular across Toyota vehicle lineup in 2005, and is still used today in some models (Lexus TX plug-in hybrid, for example). That's over 20 years lifespan. When introduced, it was plagued by issues, you can search the history of TSBs to address common problems such as massive oil leaks, etc. Many people where pretty upset then the GR replaced the reliable MZ series V6s.
The same can be said about almost every Toyota engine.
The T24A has been introduced in 2021 and has proven itself to be quite reliable so far. It's non-turbo sibling, the A25A has been around from 2020 and has also been regarded as a robust, successful design (in many ways better than the 2AR engine it replaced, which is known for oil consumption issues once it passes 100-150k miles) .
On the other hand, the V35A V6, first introduced in 2017, has been a total disaster. Presumably, Toyota has incorporated some of the early learnings from the V35A into the T24A.
There is no reason to believe that the T24A won't be a reliable, durable engine once its early problems (which have been few) are sorted out. It may be still early in the T24A lifecycle, but once it goes through the initial cycle of upgrades and improvements (most likely some time around 2026-2027), it will be no different from any other Toyota engine and will probably be kept in production for another 15-20 years.
I had a 2018 Highlander with 2GR-FKS engine. It was a decent engine in many aspects, but it wasn't perfect. For starters, low-end torque was pathetic. This engine doesn't produce any meaningful torque and power below 3500-4000 rpm. It's not a problem for very gentle driving, but once you load the HL with people and luggage or attach a small trailer, and hit mountain roads the engine struggles. Also, it is known for oil leaks from timing chain cover that requires very expensive repairs ($4-6k). Even simple maintenance tasks like replacing spark plugs are very labor intensive and consequently expensive.
Now I drive a 2024 Land Cruiser with the T24A. Although the T24A has less hp than the 2GR and the LC is significantly heavier than the Highlander, the driving dynamics are much better. There is way more low-end torque and the engine rarely needs to rev up above 3000 rpm, even on steep inclines at highway speeds. Lower rpms mean less wear. The biggest dislike about the T24A is engine sound. It's noisy, harsh and unpleasant. Maintenance is much easier because smaller engine block allows better access - almost any maintenance work or even part replacement can be easily done because there is plenty of room around the engine.

 

It's worth to remember that almost all new Toyota engines had issues when introduced, and it usually has taken 2-3 years of full-scale production to identify and iron out the issues.
Toyota design philosophy is to stick to powertrains for very long time across more than one generation of vehicles, and then replace it with a completely new powertrain family designed from the ground-up. For example the V6 GR engine family was first introduced in 2002, became popular across Toyota vehicle lineup in 2005, and is still used today in some models (Lexus TX plug-in hybrid, for example). That's over 20 years lifespan. When introduced, it was plagued by issues, you can search the history of TSBs to address common problems such as massive oil leaks, etc. Many people where pretty upset then the GR replaced the reliable MZ series V6s.
The same can be said about almost every Toyota engine.
The T24A has been introduced in 2021 and has proven itself to be quite reliable so far. It's non-turbo sibling, the A25A has been around from 2020 and has also been regarded as a robust, successful design (in many ways better than the 2AR engine it replaced, which is known for oil consumption issues once it passes 100-150k miles) .
On the other hand, the V35A V6, first introduced in 2017, has been a total disaster. Presumably, Toyota has incorporated some of the early learnings from the V35A into the T24A.
There is no reason to believe that the T24A won't be a reliable, durable engine once its early problems (which have been few) are sorted out. It may be still early in the T24A lifecycle, but once it goes through the initial cycle of upgrades and improvements (most likely some time around 2026-2027), it will be no different from any other Toyota engine and will probably be kept in production for another 15-20 years.

Exactly! Many in the Tundra community are hoping Toyota announces that they are bringing back the 5.7L V-8 in the 2026 Tundra or, at least, offer the existing 5.0L V-8 they currently have in some Lexus models. Both Ram and G&M have announced they are either bringing them back, or keeping them....hopefully Toyota will do the same....HUGE demand for the V-8 with no turbo. (A V-8 with hybrid would be very interesting....especially since hybrids are much easier on brakes since they use regen braking.)

 

Toyota has many different models using the T24 engine and they prepared for this very early on. They decided to test a lot of the T24's systems in the real wold back in 2015 by incorporating them in the 8AR-FTS in the Lexus NX. TCCN did a very good video explaining how Toyota went from the 8AR to the T24. The video is about having to replace the engine due to poor maintenance but he points out that he has not worked on many of these engines because they are very reliable. The T24 has now been in production for 5 model years and is in at least 6 different models with no known issues, it's proving to be more reliable than the 2GR when it first came out.

 

For the most part the majority of OEM are stating very high OCI which is IMO a recipe for failure of the engine and/or tranny. I friend bought a Volvo XC40 and its 1 year OCI or 10k Km as I recall. It told him to do it at least twice a year. Any turbo needs that a min. Also (especially in Canada) the warranty is far to short for the investment in many of these powertrains used. They not proven nor reach high mile will specified servicing. If not in a rush belt or if you can keep rust from being a factor by applications like Krown rust protection. Keeping and fixing you current vehicle the best move. Prices have doubled or more since well before Covid making it a major purchase. 60k warranty is a joke for the money. 150k should be the min or they're junk if they don't run that long.

Toyota is likely the best if their Turbo build no longer have major issues like the motor they replaced in the Pickups a year or two ago.