Is the 5.7L V8 exhaust manifold crack a serious issue?

The cracking is well-documented across 2007-2021 Tundras and is almost universal by 80,000-100,000 miles. On a cold start, the cracked manifolds produce a pronounced metallic ticking that disappears as the engine reaches operating temperature -- the metal expansion closes the crack. It does not cause engine damage and many owners drive with it for years before repairing. However, cracked manifolds expose the exhaust port area to heat damage over time. Budget the repair if the truck has it; it's a known line item rather than a surprise.

How does the third-generation Tundra twin-turbo V6 compare to the old 5.7L?

The 2022+ 3.5L twin-turbocharged V6 (i-Force Max in hybrid configuration) makes more power and significantly better fuel economy than the 5.7L V8. Towing capacity improved meaningfully. However, the 5.7L's 14-year production run gives it a reliability track record that the new twin-turbo cannot match yet. Early 2022 model year trucks have shown some oil consumption concerns that Toyota is addressing. Buyers considering a 2022+ Tundra should look for examples that have had the updated calibration and verify any open TSBs.

Is the Tundra worth the premium over the F-150 or Silverado?

For buyers who prioritize long-term reliability and plan to keep the truck 200,000+ miles, the Tundra's premium is frequently justified. For buyers who replace vehicles every 5-7 years, the faster depreciation of the F-150 and Silverado means comparable used examples are more accessible, and the savings can fund the difference in long-term maintenance costs. The decision is primarily about ownership duration and risk tolerance for powertrain issues rather than any specific capability difference.

Toyota Tundra: What to Look For Before You Buy

The Toyota Tundra's used market reputation is built on one thing: the 5.7L 3UR-FE V8 is one of the most durable full-size truck engines ever built. It routinely reaches 250,000-300,000 miles with consistent maintenance. That reliability has built a buyer base willing to pay a significant premium for used Tundras, and it's largely deserved -- but it obscures two real problems that buyers skip over because they're focused on the powertrain's reputation.

The first: the 5.7L V8 has a documented exhaust manifold cracking issue. The manifolds crack, which causes a loud ticking noise on cold starts that diminishes once the engine warms up. Replacing both exhaust manifolds runs $1,000-$2,000. The second: the second-generation Tundra (2007-2021) is a 14-year production run with a mostly unchanged body, which means older second-gen trucks have frame and rust concerns that need the same scrutiny as the Tacoma.

What to Look For in Photos

Paint and Body

Second-generation Tundra (2007-2021) paint quality is solid on most trims, but the lower door and bed side surfaces on older trucks develop road rash and rust bubbling in salt-use states. The frame on 2007-2013 Tundras (particularly the crewmax and double cab versions) should be inspected -- the Tundra didn't have the same high-profile recall as the Tacoma, but northern-state trucks accumulate rust at the crossmembers and leaf spring perches in ways that affect safety and resale.

The bed on used Tundras tells the work-use story more clearly than almost any other truck. A factory bed liner (available on SR5 and higher trims) protects well; a bare bed on a "never used for hauling" truck will show scratching from casual cargo tossing. Check the tailgate hinges for sag, which is a sign of heavy tailgate-down use (as a step or work surface). The third brake light housing on the cab roof of Crewmax models develops moisture intrusion on high-mileage trucks -- look for condensation or discoloration visible in the housing.

The third-generation Tundra (2022+) with the twin-turbocharged 3.5L V6 (replaced the 5.7L V8) is too new for definitive reliability data, but early examples are appearing in the used market as lease returns. These trucks should be evaluated for service history and any open TSBs on the new twin-turbo engine.

Tires

The Tundra SR5 4x4 runs 275/65R18 tires; the TRD Off-Road and TRD Pro run 275/65R18 with specific all-terrain tires (Michelin LTX AT2 from the factory on Pro models). At 5,500-5,900 lbs of curb weight, the Tundra is genuinely heavy for its class, and tire wear on a truck used for towing or hauling will show accelerated inner-edge wear on the rear axle from load-induced changes in alignment geometry. Uneven rear tire wear on a "light-use" Tundra is a credibility issue.

TRD Pro trucks are factory-lifted 1.5" and have Fox internal bypass shocks -- check the shock body for leaking oil (a streak of oil down the shock body indicates seal failure, $600-$900 per corner to replace).

Interior

The Tundra's interior is functional and holds up well, but it's honest about being a truck interior rather than a luxury product. The second-generation's cabin uses hard plastics and fabric that shows wear proportional to use. The driver's seat cushion loses its shape on high-mileage examples -- a flat, compressed driver's seat cushion on a claimed 60,000-mile Tundra is an inconsistency. The shift knob on manual transfer case trucks (4WD lever) develops wear on the rubber grip, and the running boards on Crewmax models show scratching and dent damage from entry and exit that accumulates over years of use.

Check the infotainment screen on 2014-2021 Tundras: the 7-inch Entune system is slow and dated by today's standards, but the screen itself should be free of deep scratches (soft touch targets get fingernail marks over time) and should respond promptly to input.

What Dr. Vin Checks on a Tundra

Dr.Vin's Tundra assessment focuses on bed condition as the primary use indicator, rear tire wear patterns for towing and hauling evidence, and undercarriage rust on older second-generation trucks. The assessment flags shock absorber oil residue in wheel well photos as an indicator of leaking TRD Pro or aftermarket shocks.

How It Compares

The Ford F-150 is the segment sales leader and offers more powertrain variety, a more modern interior on recent generations, and a deeper service network than the Tundra. The EcoBoost V6 engines are capable but carry their own maintenance considerations (carbon buildup, turbo maintenance). The F-150 depreciates faster than the Tundra, which benefits buyers looking for a used truck. The Chevrolet Silverado 1500 offers the 6.2L V8 option (available on high-country trims) that outperforms the Tundra 5.7L in towing capacity with comparable fuel economy and is a legitimate competitor for buyers who prioritize raw capability.