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Ford Raptor Forums - General Information
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Gen 1 Raptor vs. Tundra TRD Pro
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<blockquote data-quote="FordTechOne" data-source="post: 1409026" data-attributes="member: 35543"><p>The Tundra and F-150 are not even in the same league, never mind the Raptor. The Tundra uses a cheaply manufactured open C-Channel frame that flexes like a wet noodle. It's so cheap and poorly engineered that the Tundra couldn't even pass Ford's bed bounce durability test, in fact the bed contacted the cab on the Tundra, causing damage:</p><p></p><p>[MEDIA=youtube]zShwG9l1F0Q[/MEDIA]</p><p></p><p>As far as crash protection, SVTTrooper is correct. The Tundra scored at the bottom in the offset crash test, with a result of "Poor":</p><p></p><p>[MEDIA=youtube]SD6TdlJ7zIo[/MEDIA]</p><p></p><p>As far as reliability, all too often Toyota is assumed to be "reliable" because of the badge. There are Toyota brand loyalists that will swear up and down that their vehicle is ultra-reliable and never needed a single repair in 200K miles, and as a professional technician I can tell you they're lying through their teeth. Even the most durable vehicles still need a minimum of maintenance and light repairs throughout the course of their lifetimes. The Tundra is not "reliable" for a number of reasons, but Toyota has expertise in covering up issues. They have even lowered themselves to paying off owners and having them sign non-disclosure agreements to avoid negative press and class action lawsuits. The only merit of their product is brand perception, and they protect it ferociously at ANY cost.</p><p></p><p>The first notorious Tundra issue is Air Injection Pump (AIP) failure. Early engines were know for snapping camshafts, but that was resolved in production after the first couple years that the 2nd generation Tundra was produced. The AIP failures cost approximately $4000 to resolve at the dealer. I cannot recall a single vehicle made by an American manufacturer that has used an air pump since the late 90's; the air pump is simply a stop gap for poor emissions control on a cold start. The pump pushes air into the catalyst(s) so they light off quicker and comply with the federal standards for cold start emissions. Toyota couldn't figure out how to get the power they wanted while meeting emissions standards, so they needed to employ an air pump. Worked out great for them, not so much for the people that bought their junk.</p><p></p><p>The second major issue is cam tower leaks. Like almost all Japanese manufacturers, Toyota uses RTV as the primary sealant for all gasket surfaces. On the 5.7 (3UR-FE) and 4.6/4.7 (1UR-FSE) engines, RTV is used to seal the cam girdles to the cylinder heads. This sealing solution was poorly engineered and not thoroughly tested, which results in every engine leaking oil between the cam "tower" and cylinder head. They all do it; it's not a matter of "if" but a matter of "when". The repair is nothing like a valve cover leak; it requires complete disassembly of the front of the engine (front timing cover, oil pan, timing chains) as well as the removal of the camshafts from the cylinder heads. The repair averages $3500 at the dealership, and they certainly don't have clean rooms as they would at an engine plant, so you can figure on future engine problems.</p></blockquote><p></p>
[QUOTE="FordTechOne, post: 1409026, member: 35543"] The Tundra and F-150 are not even in the same league, never mind the Raptor. The Tundra uses a cheaply manufactured open C-Channel frame that flexes like a wet noodle. It's so cheap and poorly engineered that the Tundra couldn't even pass Ford's bed bounce durability test, in fact the bed contacted the cab on the Tundra, causing damage: [MEDIA=youtube]zShwG9l1F0Q[/MEDIA] As far as crash protection, SVTTrooper is correct. The Tundra scored at the bottom in the offset crash test, with a result of "Poor": [MEDIA=youtube]SD6TdlJ7zIo[/MEDIA] As far as reliability, all too often Toyota is assumed to be "reliable" because of the badge. There are Toyota brand loyalists that will swear up and down that their vehicle is ultra-reliable and never needed a single repair in 200K miles, and as a professional technician I can tell you they're lying through their teeth. Even the most durable vehicles still need a minimum of maintenance and light repairs throughout the course of their lifetimes. The Tundra is not "reliable" for a number of reasons, but Toyota has expertise in covering up issues. They have even lowered themselves to paying off owners and having them sign non-disclosure agreements to avoid negative press and class action lawsuits. The only merit of their product is brand perception, and they protect it ferociously at ANY cost. The first notorious Tundra issue is Air Injection Pump (AIP) failure. Early engines were know for snapping camshafts, but that was resolved in production after the first couple years that the 2nd generation Tundra was produced. The AIP failures cost approximately $4000 to resolve at the dealer. I cannot recall a single vehicle made by an American manufacturer that has used an air pump since the late 90's; the air pump is simply a stop gap for poor emissions control on a cold start. The pump pushes air into the catalyst(s) so they light off quicker and comply with the federal standards for cold start emissions. Toyota couldn't figure out how to get the power they wanted while meeting emissions standards, so they needed to employ an air pump. Worked out great for them, not so much for the people that bought their junk. The second major issue is cam tower leaks. Like almost all Japanese manufacturers, Toyota uses RTV as the primary sealant for all gasket surfaces. On the 5.7 (3UR-FE) and 4.6/4.7 (1UR-FSE) engines, RTV is used to seal the cam girdles to the cylinder heads. This sealing solution was poorly engineered and not thoroughly tested, which results in every engine leaking oil between the cam "tower" and cylinder head. They all do it; it's not a matter of "if" but a matter of "when". The repair is nothing like a valve cover leak; it requires complete disassembly of the front of the engine (front timing cover, oil pan, timing chains) as well as the removal of the camshafts from the cylinder heads. The repair averages $3500 at the dealership, and they certainly don't have clean rooms as they would at an engine plant, so you can figure on future engine problems. [/QUOTE]
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Gen 1 Raptor vs. Tundra TRD Pro
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