Like a Prius battery? Those are $2K new, or if you're cheap you can buy reconditioned for $600-$1K. DIY install. Dealer probably $3K all in for a new battery. But that's just what I've heard from owners, I've never had a hybrid.
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
The battery warranty is 10 years and 150,000 miles. Longer than my frame lasted on my 2nd Gen Tacoma. We have a Lexus Hybrid and love it. Toyota is using mature battery technology in the LC and know what they are doing with their batteries.
It's pretty easy to get to in our Highlander Hybrid - right under the 2nd row seats. I'd lump it into the same maintenance category as a T-belt job or exhaust manifold replacement on a 2UZ-FE (probably way easier labor on both, but more expensive parts).
The big question mark is the rest of the powertrain. With the N/A 2.5 in our Highlander Hybrid (port and direct injection), I'm not expecting it to need more than basic tune-up parts and eventually hoses, radiator parts, etc. I'm keeping up on the oil and filter changes to hopefully nudge it in that direction. Used batteries are listed as $4K now on eBay; presumably those will come down when more used or reman examples end up on the market as these Highlanders age.
If the 250's turbo 4 AND the hybrid battery that both require expensive "scheduled" or "known" high-mileage repairs, it's a bit of a turn-off. I'd be surprised if a turbo 4 can make it to 150K or 200K without needing something expensive.....but if anyone can engineer a good one, it's Toyota.
The big question mark is the rest of the powertrain. With the N/A 2.5 in our Highlander Hybrid (port and direct injection), I'm not expecting it to need more than basic tune-up parts and eventually hoses, radiator parts, etc. I'm keeping up on the oil and filter changes to hopefully nudge it in that direction. Used batteries are listed as $4K now on eBay; presumably those will come down when more used or reman examples end up on the market as these Highlanders age.
If the 250's turbo 4 AND the hybrid battery that both require expensive "scheduled" or "known" high-mileage repairs, it's a bit of a turn-off. I'd be surprised if a turbo 4 can make it to 150K or 200K without needing something expensive.....but if anyone can engineer a good one, it's Toyota.
The Tacoma frame was a unique issue. Happy you love your hybrid. Our daughter has a Honda Accord Hybrid and today we like it. However what about when serious maintenance and battery replacement is required? And buying some aftermarket batteries at lower $$$ will be unclear as to their value proposition. Anyways, good luck with those choices.
For sharing/discussion. I’m comfortable, overall, with Toyota/Lexus engineering, and the Japanese manufacturing/supply chain capability. The US-supply chain (Tacoma frame) does earn additional skepticism.
Having said that first model years will always have some bugs to sort. I believe Toyota/Lexus will successfully sort those bugs.
If I’m wrong and there is a fatal flaw I’ll dump my GX/LC before the warranty is up.
Assuming success and it all works that way my 2035 future self will get to worry about battery/maintenance. The 8-speed in the LC is a normal transmission, it just happens to have an 50hp/150 ft-lb electric motor in front of it as the torque converter.
Both the GX 3.4TT and the 2.4T make big-block levels of torque and should give fantastic drivability.
Based on the long service history Toyota has across many models and generations I’m not expecting fatal flaws or any nightmare scenarios on the 250.
Might be wrong, might be right. Willing to take the risk as I like both vehicles. Will decide when my name comes up.
On the topic of vehicle quality/risk I will also share I passed on my Bronco Wildtrak order (and got my deposit back). To this date there are on-going issues and every model year is like groundhog day and re-occurring quality escapes. When my 2023 arrived at the dealer I really wanted to take it. In the end I had fundamental concerns about quality/durability of that truck. It was a very cool truck though.
Having said that first model years will always have some bugs to sort. I believe Toyota/Lexus will successfully sort those bugs.
If I’m wrong and there is a fatal flaw I’ll dump my GX/LC before the warranty is up.
Assuming success and it all works that way my 2035 future self will get to worry about battery/maintenance. The 8-speed in the LC is a normal transmission, it just happens to have an 50hp/150 ft-lb electric motor in front of it as the torque converter.
Both the GX 3.4TT and the 2.4T make big-block levels of torque and should give fantastic drivability.
Based on the long service history Toyota has across many models and generations I’m not expecting fatal flaws or any nightmare scenarios on the 250.
Might be wrong, might be right. Willing to take the risk as I like both vehicles. Will decide when my name comes up.
On the topic of vehicle quality/risk I will also share I passed on my Bronco Wildtrak order (and got my deposit back). To this date there are on-going issues and every model year is like groundhog day and re-occurring quality escapes. When my 2023 arrived at the dealer I really wanted to take it. In the end I had fundamental concerns about quality/durability of that truck. It was a very cool truck though.
The frame on my '03 4Runner rusted to oblivion and had to be replaced. Toyota paid for part of that. The frame on my 2013 200 is rusting enough that my mechanic is telling me to dump it.
So I disagree that the Tacoma frame issue was unique.
I hear the 200 frame is so thick that even significant surface rust/scale would not affect it. May want to ask the 200 owners experience.
I don’t understand the 91 octane fuel requirement. With premium gas being ~20% more expensive, they should have just increased the displacement of the engine for additional torque/horsepower over the 2.4 liter while still using regular gas.
I guess the drawback with that is meeting CAFE MPG fleet requirements. (Gotta love manufactures using loopholes that screw the consumer)
I guess the drawback with that is meeting CAFE MPG fleet requirements. (Gotta love manufactures using loopholes that screw the consumer)
- Thread starter
- #49
The thing is, it doesn’t even make any additional torque/horsepower using premium.
My independent mechanic has direct experience with the frame on my 200; other 200 owners do not. I trust my mechanic -- he's won't make money by me buying a new vehicle. In fact, he will lose money when I buy a new vehicle (because I won't be bringing an out-of-warranty vehicle to him for repair).
So "Unique" that it applied to a massive number of Tundra's too......my local dealer was still replacing frames on both long after the official end of that program......I was informed at one point in time that Toyota was also considering including the 4R of that era on the replacement program.
Large scale issues are not unheard of at Toyota......they just try to generally speaking avoid an official recall and deal with it voluntarily.
I'm skeptical of the 4 cyl turbo engines they are trying to squeeze so much power out of and the almost inevitable reduced life span of any motor that is pushed close to limits.
the 22R was an incredible 4cyl motor.....it was a sound design that didnt push the power limits in any way/shape or form.....just like some of toyota's inline 6's of old
a lot of people are concerned currently....even people I know that work at dealerships and considering a purchase of a 2024 4R before the 25's come out.
I need to decide soon whether to go to a new 2024 4R, continue with my gen5 which has 110k or possibly a nissan 4x4 pickup (attractive pricing)
Think it has more to do with the turbos than anything else.
While rust on any vehicle is not nice and I wish Toyota Japan did a better job coating them, i have never seen a 200 seriously rusted whereby it becomes a frame integrity issue. You have pictures?
Last edited:
- Thread starter
- #54
But the same engine in the Tacoma calls for regular fuel, with the same power numbers. My guess is that this thing requires premium fuel to increase engine life which is a special requirement for the Land Cruiser but not the Tacoma.
Sure, just google "200 Series Rust"
I wouldn't say these are frame integrity issues a la the Tundra/Sequoia/4Runner class action lawsuit and recall but these are also a lot newer. That second one might be developing holes in the LCA though...
2016 200 LC Rust Concern
Hi all. Negotiating on a low mileage 2016 200 LC that spent its life in the northeast. Underside shows rust (see pics) that seller is assuring is surface rust. Also claims the KDSS valve is rusted some, but nothing to hinder functioning (no picture yet). I’ve also spoken with the group that I...
forum.ih8mud.com
Rust repair advise on North East 200 series
Hello guys, I am considering a 2008 200 series in the northeast with 120k on it. It seems to have some rust on the underbody and I was wondering if it's worth the trouble to buy it and clean up the rust? I live in the northeast and plan on it being my daily to save putting miles on my 80 series...
forum.ih8mud.com
Here's a 100 Series I saw online:
For 200s it's not as big of an issue right now as it is with 4Runners, Tundras, or 100s but give it a few years and I'm sure more will pop up. As with any vehicle, if you live in the rust belt or anywhere with road salt, you have to really care for your Toyota frame if you want it to last. In my opinion rust is the only big Land Cruiser killer. I had a 100 that I loved that had a bunch of rust on the frame and in the rear wheel well. It was too bad, but I learned my lesson to never buy a rusty car and to care for the frame every winter.
That's really interesting. In my experience, every turbo gas car I've driven requires 91+ octane (Euros, Subarus) though I know some Hyundai turbo cars are designed for 85-87. I wonder how Toyota can do both, and if so, what would happen if you fill up this new land cruiser with 85-87.
It will produce the highest hp/tq numbers and best efficiency on 91 octane, the knock sensor will tell the ECM to retard timing to a safe level on lower octane fuels and the vast majority of these engines will run their entire lives on 87. 1GR-FE and 2GR-FE have been like this for 15+ years, probably other Toyota engines as well.
Somewhere, you'll see an asterisk on the power numbers on the Tacoma, and they'll mention 91 octane, even though the owners manual may say 87+
That is a pickle and we asked about it before but it seems that our 'insiders' are busy with other things.
I always thought that turbos required it but I'm out of my element in regards to the technical aspects.
The Tacoma head engineer said they developed the motor to run on 87…
