Pura Vida
What an absolute noob
Also, the Toyota hybrids dont require any special maintenance. Just standard oil changes, tire rotations, etc.
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TheRealDeal124
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I mean, whether it's a birfield rebuild/HG, Timing Belt, or Hybrid battery, every LC has had to have a big service at certain mileage intervals. If you think of it that way it makes sense.
They probably have less brake maintenance due to regen.
I guess I'm cynically assuming the average battery will need replacing soon after 150,000 miles. Any idea how long these last out in the wild?
I'd argue the timing belt is pretty minor maintenance though. It's a few hundred bucks and less than a day of labor if you tackle it in your garage. A hybrid battery replacement seems pretty major compared to that.
Not sure I agree.....it's under a cover in the rear of the rig. Un-cover, un-bolt, un-plug, replace, then reverse of removal. No gaskets, need to align timing marks, pull radiator, flush cooling system, etc. I'm wondering if you even need a torque wrench, and guessing your hands would even stay clean. Maybe just a timing belt is a <1 day on a 2UZ but it will take longer if you do other preventative maintenance at the same time (I've done one before).
Companies do Prius replacement batteries with free onsite installation. Like mobile windshield replacement. Not sure I'd want to tackle a timing belt on the street but apparently it can to done with a battery. A used battery also has residual value and can be recycled/remanufactured.
Pura Vida
What an absolute noob
I’ve seen prius cars drive into the service center with over 300k with no issues. Battery technology has advanced a lot since they were made too, so I would guess over 300k easy.
Thanks, that's pretty encouraging.
Not sure where I heard the body needed to be removed from the frame but it does appear that was incorrect. If it's just removing panels and getting at the battery from the top side, totally agree with you.
Pura Vida
What an absolute noob
Also….tutorials on battery replacement already exist
Having done my wife's 100 series 3 times now, it's a good day's work and more than a few hundred bucks if you replace the water pump, tensioners, belt, and bearing/roller assemblies as PM. Not something I look forward to, but not rocket science either. Right up there in the "damn, this is a PITA" category is a starter replacement on a 100.
Not sure where we are buying our stuff but the Aisin kit with fan bracket is $288 on amazon right now, without the fan bracket it's only $170.
Amazon product ASIN B0BR76WG79
I would only buy a Aisin kit from Amazon if you are feeling lucky 
. Add in a bottle of coolant and other consumables like spark plugs, new drive belts, a couple of coolant hoses, and other stuff that will pop up and it will be closer to $400-500 in parts total. Not bad overall.
I do think that hybrid vehicles have a much lower lifecycle maintenance cost than a straight ICE vehicle. The big question mark with Toyotas new truck/SUV hybrids are the turbocharger. If they end up needing a new battery AND a turbo or two and other stuff like a wastegate in that 150-200K mark, I think they could have higher lifecycle maintenance costs than either a non-turbo hybrid or a non-turbo ICE engine. Ask anyone that owns a Ecoboost or turbo Subaru - turbos don't usually make it past 175K.
. Add in a bottle of coolant and other consumables like spark plugs, new drive belts, a couple of coolant hoses, and other stuff that will pop up and it will be closer to $400-500 in parts total. Not bad overall.I do think that hybrid vehicles have a much lower lifecycle maintenance cost than a straight ICE vehicle. The big question mark with Toyotas new truck/SUV hybrids are the turbocharger. If they end up needing a new battery AND a turbo or two and other stuff like a wastegate in that 150-200K mark, I think they could have higher lifecycle maintenance costs than either a non-turbo hybrid or a non-turbo ICE engine. Ask anyone that owns a Ecoboost or turbo Subaru - turbos don't usually make it past 175K.
I think it'll depend on how hard it is to remove the battery. Might be pretty easy if there's a panel to remove on the top side to access or it'll drop down through the bottom without too much work. If it requires a cab removal to get to - it's going to be really $$$. The reman battery packs are under $1k for similar size Prius packs. New OEM are $2k. If you can access it - I'd bet it's significantly less costly for a battery replacement than a turbo. A turbo for the TTV6 is about $2800 plus the labor costs - probably $5k per turbo? On the 4cyl the turbo should be easy to access and replace due to the engine layout. Might be a 1hr job vs a 10hr job on the v6. Hard to know until we see them in real life.
I'll bet a battery replacement is cheaper than an oil pump timing belt on the new GM 3.0 Duramax. In comparison to the next closest powertrain I know if in terms of MPG and power. The Duramax looks amazing on paper and in person it's very nice to drive. But GM being GM made IMO a huge mistake with that rear engine timing belt. No matter how you do it the engine has to come apart from the transmission at 150k, so it's going to be expensive.
I'll bet a battery replacement is cheaper than an oil pump timing belt on the new GM 3.0 Duramax. In comparison to the next closest powertrain I know if in terms of MPG and power. The Duramax looks amazing on paper and in person it's very nice to drive. But GM being GM made IMO a huge mistake with that rear engine timing belt. No matter how you do it the engine has to come apart from the transmission at 150k, so it's going to be expensive.
I would only buy a Aisin kit from Amazon if you are feeling lucky
I do think that hybrid vehicles have a much lower lifecycle maintenance cost than a straight ICE vehicle. The big question mark with Toyotas new truck/SUV hybrids are the turbocharger. If they end up needing a new battery AND a turbo or two and other stuff like a wastegate in that 150-200K mark, I think they could have higher lifecycle maintenance costs than either a non-turbo hybrid or a non-turbo ICE engine. Ask anyone that owns a Ecoboost or turbo Subaru - turbos don't usually make it past 175K.
I guess I got lucky, my kit has almost 100k on it.
You should consider yourself very lucky, others have gotten kits that did not appear to be Aisin and may have been knockoffs. The best place to get Aisin/Denso stuff for cheap (where the supply chain is legit) is Rock Auto. It's not worth risking your motor, I don't buy any engine parts off of eBay/Amazon any more. Just cheap Chinese stuff I know is cheap Chinese stuff and am OK with.
Possible fake AISIN water pumps in AISIN timing belt kits
I wanted to save folks time, so here is another drop in the bucket for my contribution to the forum. I'm a preventive maintenance fanatic and preorder everything before I actually do it, it's a bad habit that comes costly sometimes. I've had instances where I wait too long to open boxes or...
forum.ih8mud.com
Toyota claims that they are testing their turbos for a commercial lifecycle and that they should last the lifetime of the vehicle:I would only buy a Aisin kit from Amazon if you are feeling lucky
I do think that hybrid vehicles have a much lower lifecycle maintenance cost than a straight ICE vehicle. The big question mark with Toyotas new truck/SUV hybrids are the turbocharger. If they end up needing a new battery AND a turbo or two and other stuff like a wastegate in that 150-200K mark, I think they could have higher lifecycle maintenance costs than either a non-turbo hybrid or a non-turbo ICE engine. Ask anyone that owns a Ecoboost or turbo Subaru - turbos don't usually make it past 175K.
Whether that is true or not, only time will tell. The fact that the turbos on the V6 are such that they had to remove the Tundra bodies to replace them when they had teething problems is certainly suboptimal. That shouldn't be as much of a problem with the 4-cylinder turbo as the engine isn't as wide as the V6. Toyota's focus on cooling of the turbos is, I think, the correct approach. As long as they can keep the turbos cool, I think they can last a long time.
If anyone can do it, it is Toyota
. By the time I'm ready to buy one I am sure at least the replacement interval and cost will be well-known. Still, I don't know if I can see a turbo going 350K w/o a replacement, while 350K is no big deal for any Toyota V8. However, at 18 mpg (150 or 200 series) vs. 25 mpg (250 series hybrid - although I'm presuming it actually gets 25 mpg), there would be a whopping $19K in fuel savings over that timeframe, and more if gas prices rise in the future, which would hopefully pay for any maintenance.That infomercial aside, they didn't need to remove the Tundra bodies. It was only done so engineers could more easily document everything The actual service / replacement doesn't require it.
With proper care of turbochargers....by giving them a chance to cool down, even if water cooled, and much more frequent oil changes than the owners manual calls for, they can have a very, very long life. Personally my vehicles get oil changes every 5k miles (1999 LC with 324K, 1993 LC with 270K before I swapped in a compound turbo'd 3.9 Isuzu diesel, pushing 34 lbs of boost, a 1984 2L Hilux that I custom made into an intercooled 2LT with nearly 300K and pushing low 20's for boost and a newer 6.7 Powerstroke) I have a few turbo vehicles in the family. Turbo failure is not even on my radar. With well over 1 million miles that I've put on my vehicles, I've never had a failure related to lubricated engine parts. Maintenance and proper care are key, but the average driver doesn't know or care and their vehicles will suffer failures as a result.
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