What can cause code P11ED?

It's a valve sealing issue, and it just seems to be bank 1. I have replaced several on Tacoma's and a hand full on Highlanders. IIRC they were all 17 and 18 model years. And almost every one of them was right at 50-55K.

Every one I've done, I've replaced the head and all the exhaust valves. It'd pretty labor intensive. For the Tacoma's, it easier to pull the cab and pull the motor. The book wants you to pull the trans, then take out the engine.

 

There have been updates to the cylinder heads, but I don't know what the updates were or when they happened. For example, I am able to find the following:

11101-09552 (Head Sub Assembly Cylin) - Right (Bank 1)
11101-09551 (previous version)
11101-09550 (previous version)

11102-09182 (Head Sub Assembly Cylin) - Left (Bank 2)
11102-09181 (previous version)
11102-09180 (previous version)

Here is a list of the codes and what cylinder they correspond to that I figured out a year or so ago:

P11EC - cyl 1 (right front)
P11ED - cyl 2 (left front)
P11EE - cyl 3 (right middle)
P11EF - cyl 4 (left middle)
P11F0 - cyl 5 (right rear)
P11F1 - cyl 6 (left rear)

Most of the codes people bring here are P11EC or P11EE, which are cylinders 1 and 3 which are front and middle on the passenger side. Why those two are usually the problem, I have no idea.

Then there's this thread we're in where @woods17 issue is P11ED, which is cyl 2 in the front left position. He has carbon buildup on all 3 left bank cylinders, and only the issue on the front cylinder, but no issues on the right side which is where issues almost always are on other trucks.

Then you have the guys like @bigoldbeef who has one of the codes (I don't remember which one) and over 350K miles and has had the code for a while, continuing to drive on it anyways with no real problems besides resetting the code.

Just overall a very odd/unexplained issue in general and still sometimes makes me question how long I may actually have my truck. If I was out of warranty, I'd probably just drive on it until that presented a problem, and then go get a used motor and install myself, rinse and repeat. We still have no idea why it actually happens, who is most likely to get it, etc. Seems like luck of the draw and it can happen early in warranty or way outside of it.

 

All for 20 hours, its super. Our hoists are in floor so we cant remove cabs, its amazing for everything BUT cab off. I did 3 frames with cabs chained to the rafters.

I havent had to do a head yet but removing the 3.5 is dumb, and the 3.4 tundra is a pain too. Glad the v6 is dying lol.

 

We moved into a new store about 18 months ago, will 2 post lifts. The old shop was in ground lifts. They were ok for most everything, except engine and trans work. We had 2, 2 post lifts installed for doing frames. And that's the lifts I used to pull cabs for engine jobs.

 

I’m not a mechanic but I do some pretty big jobs on track cars. The V6 ease-of-maintenance is one of the reasons I’d buy the 4th gen. It’s ridiculous that you have to pull the motor to do the timing cover or remove the cab to do a turbo replacement. I love how easy inline 4s and Chevy small blocks are to work on and pull.

 

Agreed. The V6 has nearly the worst of all worlds. I wouldn’t say it’s unreliable but it’s certainly not known for being extra reliable like all the other V6s. It isn’t easy to work on when you do have a problem. It doesn’t have very much power and it doesn’t get good mpg. Where are the supposed upsides of this? I love my truck but the new turbo motor interests me way more, especially since it seems like Toyota gave it a good design.

 

I've been getting P11ed for around 80k +- miles. It typically throws P216D simultaneously. At 364k miles now.

Its slowly getting worse. It has thrown a misfire code for cylinder 2 twice now in the past 10k+- miles.