bloc
SILVER Star
That change happened in 2017 per the diagrams I have access to.
If mine are incorrect it would answer some questions.. but generally they are spot on.
Blown Head Gasket?
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If mine are incorrect it would answer some questions.. but generally they are spot on.
Try to did a search for the part number on 2012 LC200 and then again for 2014.
bloc
SILVER Star
That’s exactly what I did and came up with what I posted above.
Then I did the same thing on a dealer parts site and got your results.
First time the system I use, which is apparently an unauthorized copy of Toyota’s, has been inaccurate in years of me using it. Hell of a part number to be wrong on!
Makes me wonder where my site got such specific build date detail if it is inaccurate.
bloc
SILVER Star
I also wonder why only that side.. and if they found some way to improve the HG over there why not do it on the passenger side as well?
This thread is like the gift that keeps on giving. 
So long that we get to participate over and over, ha ha.
It's buried a few pages back, but it's not just that side. My 200 blew a head gasket on the #8 just some weeks ago. 2013 with a mere 115k miles on it. Owned it for 10 years, 100k miles, never abused, always maintained at the dealership (with last coolant flush 4 years ago, 78k miles). Never overheated, ever. Never even had a CEL in 10 years.
It's a bold statement by me, but I honestly feel there may have been a batch of defective headgaskets used in some of these cars. There is no other logical explanation otherwise. These are robust vehicles and this engine is proven.
So long that we get to participate over and over, ha ha. It's buried a few pages back, but it's not just that side. My 200 blew a head gasket on the #8 just some weeks ago. 2013 with a mere 115k miles on it. Owned it for 10 years, 100k miles, never abused, always maintained at the dealership (with last coolant flush 4 years ago, 78k miles). Never overheated, ever. Never even had a CEL in 10 years.
It's a bold statement by me, but I honestly feel there may have been a batch of defective headgaskets used in some of these cars. There is no other logical explanation otherwise. These are robust vehicles and this engine is proven.
how dare you say such things??!This thread is like the gift that keeps on giving.
It's buried a few pages back, but it's not just that side. My 200 blew a head gasket on the #8 just some weeks ago. 2013 with a mere 115k miles on it. Owned it for 10 years, 100k miles, never abused, always maintained at the dealership (with last coolant flush 4 years ago, 78k miles). Never overheated, ever. Never even had a CEL in 10 years.
It's a bold statement by me, but I honestly feel there may have been a batch of defective headgaskets used in some of these cars. There is no other logical explanation otherwise. These are robust vehicles and this engine is proven.
every HG replacement is due to owner neglect!!!!!
I don’t think I’d say this is a “bold” statement… it’s a similar argument used for the rare, but fatal, valve spring failure that’s been posted about on here.
Bad batches of parts aren’t unheard of and, on something like this or a valve spring, may go years and many miles before coming to light. Once the issue start happening I think it’s perfectly acceptable to apply Occam’s Razor, as in your case it points to something other than poor maintenance and abuse.
2001LC
SILVER Star
I'd really like to see data on those 3. Are all 3 in this thread? If not can, would you please link them into this thread?
Overheating, is the #1 reason for HG failure in most engines. Possible the UR just running a little to hot, is causes minor warpage and leakage at HG gasket. Then the acidity of stangnet coolant now between HG surfaces, eats at HG rubber coat.
If the issues is defect in material of the HG. Seems we'd see a lot more HG failures. If just one batch of HG, seem be just 1, possible 2 years due to overlap in production timing.
I did hear the CCN guy in a video, indicate: The UR (all UR) engines, has very common HG failure.
Thanks. I take that as a complement.
This blown HG thread, may have not been the best thread for me to post this 2011 blown engine.
"Rivers" My thoughts also. This was a rig from Colorado high country, near a river. To have so much sand in undershielding, may indicate river crossing. But perhaps just years of driving on dirt road. I'll see if PO, can shed some light.
The sand to right, was also in undershielding. Which much of became mixed with oil and water.
A at this time. I do not think this 2011 busting out oil pan. Was from overheating or and blowing HG. Since Radiator full and reservoir levels mid range at 60F.
PO had for ~15 years (purchased with only 5K on OD). He and his teenage son(s) dorve. Engine blew, while son driving, in deep snow.
I'm hopefully, going to talk with PO soon.
Here's what I like to know:
- How often were the 3 radiators, fins cleaned?
- Any overheating or fuel boiling event(s), ever?
- Was coolant being added, to keep reservoir and or rad full/topped off?
- What oil was used, and any change over the years?
- Was there any audible change in sound. Especially within first 10 minutes of a cold start. (Timing chain rattle, lifter tap (bad valve spring)).
Part number changes, can yield clues to defect. But!
But. Toyota changes P/N often. Even which country I pull parts from, make can make difference. These changes can be a design or material change, to improve a part. But More often are new supplier. The change is to make or use, over more models and years (streamline inventory).
I've seen some P/N change 1/2 dozen times or more times. Without any failure of old parts.
@OGBeno could possible shed the most light on 3UR head gasket part number change
I'm also very interested in valve spring a chain tensioner.
Can I ask a few question @WildYoats :This thread is like the gift that keeps on giving.
It's buried a few pages back, but it's not just that side. My 200 blew a head gasket on the #8 just some weeks ago. 2013 with a mere 115k miles on it. Owned it for 10 years, 100k miles, never abused, always maintained at the dealership (with last coolant flush 4 years ago, 78k miles). Never overheated, ever. Never even had a CEL in 10 years.
How often did you check coolant level (look at reservoir level and under radiator cap)?
How often did you clean all 3 radiator fins (in all 3 directions/angles)?
Did you watch engine coolant temp, through tech stream data?
Any fuel boil events or excessive fuel smell?
No CEL or not seeing dash water temp needle peg at top or go above much midway. Doesn't mean never overheated or didn't run engine hotter than optimal op temp.
Again IMHO: If a batch of HG bad. One would think. It would be limited to, one or two years of engine production.
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I think it’s a combination event of aluminum block and cylinder head, with a steel HG that has an incredibly small amount of material between coolant pathways and cylinders. The coolant only needs to get through 3mm of material before having full access to the head.I'd really like to see data on those 3. Are all 3 in this thread? If not can, would you please link them into this thread?
Overheating, is the #1 reason for HG failure in most engines. Possible the UR just running a little to hot, is causes minor warpage and leakage at HG gasket. Then the acidity of stangnet coolant now between HG surfaces, eats at HG rubber coat.
If the issues is defect in material of the HG. Seems we'd see a lot more HG failures. If just one batch of HG, seem be just 1, possible 2 years due to overlap in production timing.
I did hear the CCN guy in a video, indicate: The UR (all UR) engines, has very common HG failure.
Thanks. I take that as a complement.
This blown HG thread, may have not been the best thread for me to post this 2011 blown engine.
"Rivers" My thoughts also. This was a rig from Colorado high country, near a river. To have so much sand in undershielding, would indicate river crossing.
The sand to right, was also in undershielding. Which much of became mixed with oil and water.
View attachment 3892128
View attachment 3892127
A at this time. I do not think this 2011 busting out oil pan. Was from overheating or and blowing HG. Since Radiator full and reservoir levels mid range at 60F.
PO had for ~15 years (purchased with only 5K on OD). He and his teenage son(s) dorve. Engine blew, while son driving, in deep snow.
I'm hopefully, going to talk with PO soon.
Here's what I like to know:
I suspect a busted rod, in this blown engine. Since something busted oil pan out. In the debris, I recovered a "likely" wrist pin snap ring. Also likely" piston oil ring & its spacer. View attachment 3892132View attachment 3892131
- How often were the 3 radiators, fins cleaned?
- Any overheating or fuel boiling event(s), ever?
- Was coolant being added, to keep reservoir and or rad full/topped off?
- What oil was used, and any change over the years?
- Was there any audible change in sound. Especially within first 10 minutes of a cold start. (Timing chain rattle, lifter tap (bad valve spring)).
View attachment 3892133
Part number changes, can yield clues to defect. But!
But. Toyota changes P/N often. Even which country I pull parts from, make can make difference. These changes can be a design or material change, to improve a part. But More often are new supplier. The change is to make or use, over more models and years (streamline inventory).
I've seen some P/N change 1/2 dozen times or more times. Without any failure of old parts.
@OGBeno could possible shed the most light on 3UR head gasket part number change
I'm also very interested in valve spring a chain tensioner.
Can I ask a few question @WildYoats :
How often did you check coolant level (look at reservoir level and under radiator cap)?
How often did you clean all 3 radiator fins (in all 3 directions/angles)?
Did you watch engine coolant temp, through tech stream data?
Any fuel boil events or excessive fuel smell?
No CEL or not seeing dash water temp needle peg at top or go above much midway. Doesn't mean never overheated or didn't run engine hotter than optimal op temp.
Again IMHO: If a batch of HG bad. One would think. It would be limited to, one or two years of engine production.
xeuxaz
SILVER Star
I swear, I have read about more 2013s losing their HG than any other year.
bloc
SILVER Star
Wouldn’t that also impact tundra?
xeuxaz
SILVER Star
Perhaps different suppliers for US vs JP built?
2001LC
SILVER Star
We need a thread devoted to engine 3UR failure. Be it HG, valve spring, cam bolt, tension or whatever result in catastrophic failure or just R&R of HG.
One listing year, miles, use and how and by whom serviced. Plus any additional clues.
Then perhaps we can find some commonality.
According to the car care nut, that’s what he sees too. He said he hasn’t seen a single one after ‘14 MY
xeuxaz
SILVER Star
Yeah a google form would be nice, and a pinned thread.
My vote is yes, let’s start tracking this please.
xeuxaz
SILVER Star
Created a form and thread.
3UR-FE Engine Failure? Help Track Common Issues (Head Gasket, Valve Spring, Tensioner) — [Survey Link Inside] - https://forum.ih8mud.com/threads/3ur-fe-engine-failure-help-track-common-issues-head-gasket-valve-spring-tensioner-survey-link-inside.1360188/
Owner & Vehicle Information
Help us gather data on common engine failure modes for the Toyota Land Cruiser 200 Series equipped with the 5.7L V8 3UR-FE motor. Your input will assist in identifying patterns, causes, and potential solutions. Please provide as much detail as possible.
forms.gle
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bloc
SILVER Star
With how many 5.7 tundras are out there and how many people on this board are keyed into the issue, if it were a problem on that platform I feel like we'd hear about it.
I did just have another thought on the platform differences.. in the Tundra the top of the radiator sits significantly higher than the engine, as compared to the 200. This would give any air trapped in the system a place to collect that isn't in the cylinder head...
I do seem to remember @bjowett retrofitted a 1VD radiator fan shroud that incorporated a pressurized overflow/separation tank, vs our atmospheric one. That would pose significant advantages in cooling over the life of the vehicle. I wonder if air separation is a factor here. Though it wouldn't explain the seeming frequency of 2013 MY failures.
