2025 Toyota Tundra: what breaks, and at what mileage

The failures owners actually file about

Owners have reported 54 named failure modes on the 2025 Toyota Tundra, and the three most-reported carry 32% of everything filed, which is an unusually even spread for one model year.

Other engine problem leads with 29 reports and about 0.5 per 1,000 vehicles.

Other powertrain problem follows with 24 reports, median 95,000 miles.

Other fuel system problem follows with 18 reports.

By system, the reports fall mostly into engine (52), adas (37) and transmission (32).

Severity, and what it costs

Across the named modes, 9 mention a crash and 5 an injury. Those are the words owners used in their own complaints, and NHTSA does not verify them, but they are the closest thing in this data to a measure of what a failure actually did.

The average severity weight across every report on this year is 4.25, where a stalled engine or a failed airbag weighs many times more than a rattling trim panel, and a figure this high means the reports are dominated by failures with safety consequences rather than annoyances. The weighting is set out in full on the methodology page.

What the top failures cost to put right, as editorial estimates for an independent US shop rather than figures from NHTSA: other engine problem at $300–$4,000, other powertrain problem at $400–$4,500, other fuel system problem at $300–$2,200 and other electrical problem at $250–$2,000. Dealer labour, a seized bolt or a part that is no longer made can push any of these past the top of its range.

41% of the reports on this year sit in the engine, transmission, drivetrain or cooling systems — the four where a repair bill is usually four figures.

How often, against how many were built

Scaled by an estimate of how many of these cars exist, the 2025 Toyota Tundra draws about 4.0 per 1,000 vehicles, which puts it in the 87th percentile of complaint rates among 2025 vehicles we can rate.

That denominator is the weakest number on the page and it is fair to say so plainly. Rate per 1,000 uses a fleet-size estimate derived from recall paperwork for this exact model year. It is a lower bound.

The working figure is 55,430 vehicles. If the true number is twice that, every rate on this page is half what it says; the ranking against other 2025 vehicles, which is what the risk score uses, is far more robust than the rate itself.

Recalls on the 2025 model year

NHTSA has issued 5 recall campaigns covering the 2025 Toyota Tundra, affecting an estimated 131,901 vehicles. A recall is a different kind of evidence from a complaint: it is the regulator and the manufacturer agreeing that something has to be fixed, and the fix is free for as long as the car exists.

The campaigns cover equipment:other:labels and back over prevention:software. Whether the work was actually done on the car in front of you is a question only the VIN can answer, and the manufacturer or NHTSA will answer it free.

Recalls also distort complaint counts. Publicity about a campaign reminds owners that complaining is possible, so reports for a recalled component often spike after the recall rather than before it.

Better and worse years of the same car

High risk for a 2025 — 44th riskiest of the 177 2025 vehicles we can rate. Because the ranking is against the same model year only, age cancels out of it.

Across the 27 model years of this car that carry enough reports to score, 2014 comes out best at 63 and 2026 worst at 79, with 2025 itself at 74.

If the model year is negotiable, 2014, 2021, 2004, 2003, 2001, 2000, 2002, 2005 and 2006 score lower than 2025 by a margin worth acting on. Same body, same engines, different luck — usually a supplier change or a mid-cycle fix, which the complaint data can show but never explain.

Within the 2022–2026 generation specifically, 2025 is the strongest year at 74 and 2026 the weakest at 79.

What this page cannot tell you

223 owner reports; fleet size estimated from this year's own recall paperwork. Every count on this page is therefore a floor: it is the number of owners who went to the trouble of filing with a federal agency, which is a small and self-selected fraction of the owners who had the fault.

Of those 223 reports, 20 carried an odometer reading, so the mileages here describe 9% of the sample rather than all of it. Owners also round: readings pile up on multiples of ten thousand, which is why this site publishes "about 90,000 miles" and not "91,438".

Named failure modes come from matching phrases in the complaint text, so a badly worded complaint can land in the wrong bucket. The effect washes out across hundreds of reports and does not wash out across five.

And nothing here predicts what one car will do. These are other people's complaints, filed years apart, on cars maintained by strangers. Read the page as a map of where this model year has previously gone wrong, then have the specific car in front of you inspected.