Burnt Valve?

That all makes sense but why always #1? Has to be a reason. In my mind either coolant or oil flow. That one must run the hottest.

 

All the mentions here make sense, but I'll see if I can some additional explanation from the tech when I pick up the truck today. I'll report back.

 

Was able to speak with the tech for a couple minutes about what happened with the valve, but he couldn't give a super detailed explanation around what exactly caused it. That being said, I had mentioned and he agree'd it's more common with direct port engines. He had actually just began work on a 19 Tacoma that had the same exact issue on cylinder 5. Once again, pretty shocked this problem is becoming such a common occurrence.

 

2018 with 45K miles same issue , cylinder 1 code P11EC00 off and on for a couple weeks. Truck ran fine, took in to dealer couple days ago came back with compression in number 1 down allot.
From what the service manager told me sounds like I am getting same fix, replace cylinder head.


Just called me to confirm head with new valves replaced tomorrow pending parts show up.


Update 6/25
12 days and toyota still has truck, engine completely out of it Monday. Tell me I should have back Friday. I didnt get a chance to talk to guy working on mine yet.
Service manager still said cylinder head replacement. Looks like more then that looking at my truck in the bay.

 

Did they give you a reason why it occurred? I wonder if there is a batch of bad heads out there considering it is always cylinder #1. Very puzzling.

 

I have asked 4 times if there is some kind of serial range of issues for heads etc.. all I get from dealership is its not a common issue. They dont want to talk about it when I start asking questions.

 

There have been a few here that reported a lean condition but it's always #1 cylinder that the failure occurs. We will probably never know.

 

I know this is an old school thought process, but what's the deal with "getting the valves to rotate" on engines like these? Is that even a thing anymore?

Like on my TJ's 4.0L, it was stated in the service manual that the valves won't spin [cleaning the seats] until 3750rpm (or was it 4250?). [Edit: I picked it up with 83,000mi] So, I would wind it up once a day when it was fully hot. Let the rpm run up in 3rd or 4th and ease through the next 1000 or so, shift to 5th then 6th and carry on. Just once a day, light to medium throttle, no drag racing or hard pulls. Oh, the difference it made in that engine. Gradual, but it idled smooth as new after a few weeks of that. I wound my dohc EJ25 to actual redline at least once a day and that engine was beautiful inside, 63k to 146k. Fantastic, balanced compression, valves looked great when doing headgaskets (because subaru.)

When my tacoma is as hot as it gets, I've been doing similar to the TJ, a healthy, 50-75% throttle, 3rd gear pull to the upper range on a long, uphill on-ramp then carry on as normal. I figure that will make the VVT go full range, flow through both sets of injectors, etc.

I certainly don't beat the thing but I do work it within its comfort zone. I've had remarkable results through the years but didn't know if these engines were past all that.

 

2017 Tacoma SR5 here, just heard we have the same issue. 67k miles, so we are really hoping Toyota covers the replacement. Our code was P11EE.

 

There are quite a few threads on this. I bet Toyota wants this swept under the rug. I'm sure they know why it's happeneing.

 

They were three days into the engine when I sent them some ideas from this thread.

 

where to start ....................

GDI is an effort to supply gas to the Best location in the sphere of the cylinder

idle to mid range

pulling evenly under a load or up a grade

or wide open throttle ................. so seldom usually just a few tenths o a second

the dispersant of the air/gas charge is so very different

no less there is always a optimun rpm that takes FULL advantage

the # cylinder is not siamesed with another
few engine induct a charge or scavage the exhaust evenly.......especially thru out the rev range

the air/gas charge is different
WATER Cooling thru out the head ( some still use copious oil cooling in addition to water
ignition different cylinder to cylinder
exhaust scavaging especially factory manifolds.................notice i didnt call them headers !!!!

even after running hi way for 45min-hour
there is NOT even temps across the head
thi I suspect HI-WAY running best usage on most any engine
especially in the middle of the torque plateau

if it aint run-in right then ...........................PARK IT !!

so having ANY cylinder fall victim to early & adverse issues is Not unusual

while many will stand on design
engineering
build fefects by manufacturer

can be found on almost ANY Marque
truck or car
# o cylinders etc

mine simply another POV.................... not a solution

 

WHATTT?? These things are bulletproof. That's why guys say no need to buy an extended warranty.

 

I thought there was only 2 cases? Out of how many millions sold?

 

I have no idea, but another poster says there are "quite a few threads" about this. I only recall a couple, but others chimed in on those threads about the same problem.

 

Those engines are made in Alabama. Seems already suspect

 

Based off of this thread and also the mechanic saying he just checked in another one with the same issue when I picked my up leads me to believe that this is happening to lots of folks on a much larger scale.

 

Which Engine is this ???

 

When will the 4K movie come out on it ?